Comprehensive Plan

City of
Granbury, Texas
Comprehensive Plan
City Council
David Southern, Mayor
Jake Caraway, Place 2
Jeanell Morris, Place 3
Lisa Johnson, Place 4
Laurel Pirkle, Place 5
Mickey Parsons, Place 6
Planning & Zoning Commission
Lee D. Daniels, Chairman
Jerry Jay, Vice-Chairman
Eddie Hewitt
Jean Cochran
Reda Kay
Gayle Nelson
Debra Davis
Steve Gerhardt
Staff
Harold Sandel, City Manager
Scott Sopchak, Director of Community Development
Casey Oliver, Planner
Shad Rhoten, Planner
Alva Cox, Director of Public Works
Keith Callahan, Director of Community Services
Dee Arcos, City Secretary
Assisted by:
Municipal Planning Resources Group, Inc.
August 2008
Table of Contents
Acknowledgements ____________________________________________________________ 4
Chapter 1 - General Information ________________________________________________ 5
Purpose _________________________________________________________________________ 5
Brief History of Granbury __________________________________________________________ 5
Location ______________________________________________________________________ 6
Planning Process __________________________________________________________________ 7
Chapter 2 - Goals & Objectives __________________________________________________ 8
Goals & Objectives Development Process _____________________________________________ 8
Chapter 3 – Demographics ____________________________________________________ 13
Methodology ____________________________________________________________________ 13
Racial and Age Characteristics _____________________________________________________ 14
Future Population ________________________________________________________________ 14
Chapter 4 - Existing Land Use _________________________________________________ 15
General Land Use Characteristics __________________________________________________ 15
Existing Conditions_______________________________________________________________ 16
Residential Land Use _____________________________________________________________ 16
Commercial Land Use ____________________________________________________________ 16
Public & Quasi-Public land Use ____________________________________________________ 16
Parks & Open Space______________________________________________________________ 17
Interim Holding Zoning District ____________________________________________________ 17
Chapter 5 - Planning Principals ________________________________________________ 18
Urban Design Elements ___________________________________________________________ 18
Neighborhood Concept____________________________________________________________ 19
New Urbanism or Neotraditional Development________________________________________ 20
Encouraging Value and Quality with Residential Amenities _____________________________ 22
Amenity: Masonry Exterior Construction. ___________________________________________ 22
Vehicular and Pedestrian Connectivity ______________________________________________ 29
Commercial Development Forms ___________________________________________________ 29
Non-Residential Access Management Features ________________________________________ 31
Non-Residential Access Management Features ________________________________________ 32
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 1
Commercial Entry Statements. _____________________________________________________ 34
Commercial Landscaping. _________________________________________________________ 35
Special Pavement Treatment. ______________________________________________________ 36
Signage _________________________________________________________________________ 37
Commercial Building Articulation. __________________________________________________ 38
Building Exterior Construction. ____________________________________________________ 39
Green Building Practices __________________________________________________________ 39
Chapter 6 - Thoroughfares ____________________________________________________ 40
Introduction ____________________________________________________________________ 40
Definitions ______________________________________________________________________ 40
Existing Conditions_______________________________________________________________ 41
Bicycle and Pedestrian ____________________________________________________________ 43
Street Functions & Classifications __________________________________________________ 43
Thoroughfare Plan _______________________________________________________________ 45
Thoroughfare Improvements ______________________________________________________ 45
Protecting the Capacity of Streets ___________________________________________________ 47
Street Improvement Program ______________________________________________________ 47
Transportation Planning and Monitoring ____________________________________________ 48
Chapter 7 - Parks & Open Space________________________________________________ 50
Introduction ____________________________________________________________________ 50
Chapter 8 - Municipal Facilities ________________________________________________ 51
Introduction ____________________________________________________________________ 51
Existing Utilities _________________________________________________________________ 53
Wastewater System_______________________________________________________________ 55
Chapter 9 - Historic Preservation _______________________________________________ 56
Introduction ____________________________________________________________________ 56
Historic Background _____________________________________________________________ 56
Preservation Plan Methodology ____________________________________________________ 57
Existing Granbury Historic Landmark Structures _____________________________________ 59
Historic Preservation Implementation Programs ______________________________________ 59
New Construction Standards in Historic Overlay Districts ______________________________ 62
Historic View and Scenic View Corridors ____________________________________________ 63
City of Granbury Historic Incentive Program_________________________________________ 64
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 2
Chapter 10 - Future Land Use Plan _____________________________________________ 66
Introduction ____________________________________________________________________ 66
Physical Features ________________________________________________________________ 66
Future Land Use Plan ____________________________________________________________ 67
Chapter 11 - Implementation ___________________________________________________ 69
General ________________________________________________________________________ 69
Application of the Plan ____________________________________________________________ 69
Adopted Policies _________________________________________________________________ 70
Recommended Policies ____________________________________________________________ 70
Ordinance Application ____________________________________________________________ 71
Official Map Maintenance _________________________________________________________ 71
Checklist, Form, and Application Revision ___________________________________________ 72
Annexation Program _____________________________________________________________ 72
Planning Program________________________________________________________________ 72
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 3
Acknowledgements
This Comprehensive Plan represents the culmination of field studies, analysis, and input from citizens and City Staff regarding
the present and future development of the City of Granbury, Texas. This document provides a statement of goals and objectives,
an analysis of demographic characteristics, an inventory of existing conditions, a description of long-range plans for
thoroughfares, land use, parks, historic preservation, and implementation measures, which practically apply the land use
principles described herein to existing and future development.
Chapter 211 of the Texas Local Government Code gives municipalities the authority to zone property, stating that this must be
done in accordance with a comprehensive plan. This Plan intends to provide the policy-making bodies of the City of Granbury
with guidelines and standards for zoning issues and future development. It is important to note that this document is nothing
more than a plan. It does not represent law or place legal restrictions upon property. Chapter 219 of the Local Government Code
states, "a comprehensive plan shall not constitute zoning regulations or establish zoning district boundaries." The Comprehensive
Plan, therefore, is an important tool in the process of land use and development, but does not replace or amend the Zoning
Ordinance or Zoning Map of the City of Granbury.
In order for this Plan to be a viable tool for the City of Granbury, the methods of implementation contained in this document
should be adopted. These measures will serve to strengthen the Comprehensive Plan, and help ensure it is a useful tool to guide,
shape, and control the physical development of the community. A recommendation of the Comprehensive Plan is to review and
revise the Plan every five years. The planning process is a cycle, and in order for this document to serve the citizens and staff of
Granbury, it must be continuously maintained and updated as circumstances and desires of the citizenry change.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 4
Chapter 1 - General Information
Purpose
The purpose of a Comprehensive Plan is to give direction to future development in order to avoid the creation of incompatible
physical impacts. Nothing will insure that all land develops exactly as it should. Directed planning will enable city leaders to
prevent many potential problems before they become permanent and undesirable landmarks. The Comprehensive Plan extends
over the entire jurisdiction of the municipality and has a long-term horizon, typically 20 years. However, it is recommended that
a revision of the Plan be completed at least once every five years.
In addition to the theoretical purpose of developing a Comprehensive Plan, there are also practical and legal reasons for this
effort to be completed. The legal authority for preparing a Comprehensive Plan is found in state statutes that provide municipal
authority for comprehensive planning and zoning. Chapter 219 of the Texas Local Government Code specifically empowers
cities to "adopt a comprehensive plan for the long range development of the municipality." The Comprehensive Plan is
developed "for the purpose of promoting sound development of municipalities and promoting health, safety, and welfare" as
defined by state statute. Section 211.004 of the Texas Local Government Code states, "zoning regulations must be adopted in
accordance with a comprehensive plan". This legislation establishes the City's authority to make zoning decisions in accordance
with the Comprehensive Plan.
Brief History of Granbury
To understand the unique characteristics of a community, it is helpful to look at the origins of the town. A city perceives itself
based upon local heritage. This is especially true in the City of Granbury, which has a rich historical background. From
Granbury‟s historic foundation, the City has grown and attracted new businesses and residents. Both long term and recent
residents continue to preserve the historic character that attracted them to the City of Granbury. For these reasons, a brief look
back into Granbury's past may reveal important information on where Granbury is headed.
Hood County was created in 1866. The Texas Legislature decreed the county seat be named after General Hiram B. Granbury, a
well-known Civil War hero who led the Confederate Texas Brigade. Granbury was established when the Nutt brothers and
Thomas Lambert, a settler whose home provided the main stopping place for area travelers, donated 40 acres for the site of the
new courthouse and what would become downtown Granbury. The town was located along the banks of the Brazos River,
amongst a heavy forest of oak, elm, pecan, and cottonwood trees.
Granbury was surveyed by A.S. McCamant into 20 blocks, a portion of which is now under the waters of Lake Granbury. Each
of the original 20 blocks, including the courthouse square, was 300 feet square. Two blocks extended from the courthouse square
in all directions except to the west. Area streets were 40-50 feet wide on average.
A large public auction was held in 1871 to sell town lots. The first Hood County Courthouse and County Jail were erected soon
thereafter. A local sawmill supplied lumber for building homes by using many of the trees that existed on the original 40 acres.
The town's growth and prosperity led to the incorporation of Granbury as a city in 1873.
In 1887, the Fort Worth and Rio Grande Railroad was extended from Fort Worth to Granbury and provided an economic boom to
the city. A college was chartered the same year. A cottonseed oil mill named The Hood County Milling Company opened for
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 5
business near the railroad tracks and five cotton gins were built over the next several years. Granbury soon became the center of
the county's agricultural trade. By 1895, the city's population had increased to 2000.
Local legends sprang into life as Granbury became home to pioneers and adventurers. Famous outlaws such as Jesse James and
John Wilkes Booth are said to have lived and worked here for a number of years. Jesse James is actually buried in the Granbury
Cemetery. Davy Crockett's widow and his son Robert settled near Granbury and Crockett Street was named in honor of their
family. Robert became a Hood County Commissioner, and Davy's grandson, Ashley, was Granbury's first newspaper publisher.
In modern times, three major developments have contributed to the growth and economic success of Granbury. The first
occurred in 1969, when the dam was built on the Brazos River to create Lake Granbury. Thirty miles of water, perfect for
boating, fishing, and swimming led to the opening of four recreational parks as well as Granbury‟s City Beach.
The second major development began in 1974 when the first North Texas nuclear power plant was located near Comanche Peak,
a 1,129-foot mesa located between Granbury and Glen Rose. The resulting construction and operation of the plant brought over
1,300 jobs and many new residents to the city of Granbury. In addition, the Comanche Peak Visitors Center was built to provide
education regarding nuclear energy topics and attract numerous visitors each year.
Perhaps the most significant development has been the historic preservation movement. The City of Granbury has restored and
revitalized Granbury's Courthouse Square, enabling the city to create a historic district for its downtown area. The Courthouse
Square became the first Texas town square to be listed in the National Register of Historic Places. Tourism is now a sustained
and dynamic venture that has steadily increased property values and created a strong market for antique shops, art galleries,
wineries, theaters and restaurants.
Location
The City of Granbury is located 30 miles southwest of Fort Worth, nestled at the intersection of State Highway 377 and the
Brazos River. As shown in Location Map, Granbury is situated in the heart of Hood County and forms the hub of a radial
roadway system within the county. Granbury‟s location lends itself to utilizing the surrounding residential development and
supporting commercial growth of Hood County while maintaining the rural hometown atmosphere.
Location Map for the City of Granbury
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 6
Planning Process
Although the planning process may differ between communities due to individual needs of the citizens, there are common
elements found in most Comprehensive Plans. The Planning Process, Figure 1.2, begins with an inventory phase. Before
planning for the future, it is important to understand the present state of the city and the probable direction the city is headed in.
Public input is critical to the development and ultimate success of a Comprehensive Plan. In order for the plan to accurately
reflect the desires of the community, it is necessary to provide opportunities for the public to participate in the planning process.
The Granbury Planning and Zoning Commission served as a Delphi Group to hold public hearings and solicit input from the
public. They met several times to identify critical issues facing the community and then prioritize these issues in order to adopt
goals, objectives, and implementation strategies. The community goals and objectives developed by this group is included in the
Goals and Objectives chapter of this document.
Development of the plan is the third phase of the planning process. The current
conditions of the city, the Goals and Objectives formulated by citizens' input,
and professional planning principles are considered and weighed to determine
the most desirable outcome for the City at the point of total development. Using
the transportation system as a framework, various alternative land use
configurations were considered. Once the analysis was complete, decisions were
made as to what alternatives were most beneficial to the community and could
best achieve the goals and objectives set forth in phase two of the planning
process.
The Planning Process
Following the adoption of the Plan, the implementation phase becomes crucial to the success of the Plan. By establishing an
implementation plan, city leaders provide a mechanism by which the goals and objectives of the City are realized. A number of
methods may be used to implement the Comprehensive Plan.
Implementation measures are discussed further in the
Implementation chapter of this document.
In many cases, municipalities consider the planning process complete when it reaches the point of implementation. However, it
is important to note that the planning process is a cycle. Depending upon growth rates occurring in a city, all elements of the
comprehensive planning process should be addressed at least every five years. As the planning process continues, the land use
plan will continue to evolve. Land use, demographics, local economy, and development patterns greatly affect the growth rate
and pattern of a city. By reviewing the Plan on a regular basis, decision makers may be assured that it continuously represents
the changing needs of the citizenry. The twenty-year planning period should never be realized, but should continually be
extended five more years at the occasion of each revision.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 7
Chapter 2 - Goals & Objectives
Purpose & Definition
A set of goals and objectives, developed through the public participation process, is the foundation of a Comprehensive Plan.
The City of Granbury‟s goals and objectives are tangible directives raised by citizens and adopted by policy makers to guide the
development of the city during the 21st century. These directives establish relationships among land uses within the Future Land
Use Plan, and guide officials as they make decisions regarding the growth and development of the City.
In order to provide an understanding of what is required in the development of goals and objectives, the following definitions are
provided:
Goals are general statements of the community's desired ultimate physical, social, economic, or environmental status. Goals
set the standard with respect to the community's desired quality of life. Example: General in nature, relating to quality of
life “All residential development within the City shall promote the health, safety, and welfare of all citizens of the
community."
Objectives are the approaches used to achieve the quality of life expressed by the community's goals. They identify the
critical issues and provide direction in steering the city toward the eventual achievement of goals.
Example: Denotes approach toward achieving the goal "The City will establish the proper development controls that
require prior approval and monitoring of residential development."
Policies are the means by which objectives are carried out in order to achieve the goals of the City. Policies outline specific
procedures to achieve a desired objective. Policies should be as specific and measurable as possible so that they can be put
into action with consistency and their effectiveness can be evaluated.
Example: Adopted directive establishing official means by which objectives are implemented "The City will adopt
applications and procedures for site plan reviews, preliminary platting, final platting, and engineering designs."
Goals & Objectives Development Process
The City of Granbury places importance on public input in local government. The Planning and Zoning Commission held a
series of public meetings to refine the previous 2001 Goals and Objectives and generate planning of Development Philosophy,
Land Use, Thoroughfares, Community Facilities, Parks and Open Space, Community Character and Historic Preservation Goals
and Objectives for 2008. The following final Goals and Objectives should be used to guide the development of the City of
Granbury through the next twenty-years.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 8
GRANBURY GENERAL LAND USE GOALS & OBJECTIVES
Coordinate planning efforts and future development with area communities and agencies involved in land
development issues.
Coordinate planning efforts with neighboring and overlying jurisdictions in the extra-territorial jurisdiction (ETJ).
Coordinate City planning efforts with other agencies responsible for the development of Granbury‟s businesses,
utilities, schools and transportation purposes.
Preserve and promote a mixture of land uses that provide optimum opportunity to live and work.
Promote increased involvement of the City during the design process of new development.
Encourage programs that emphasize the rehabilitation of older, existing residential and non-residential structures.
Take appropriate steps to minimize the adverse impacts of commercial development on less intense land uses.
Plan for non-residential land uses in suitable locations.
Encourage compatible land uses and densities to locate adjacent to existing residential areas.
Encourage commercial development to occur when complimentary and compatible with surrounding land uses.
Further commercial development along corridors in order to maintain viability of neighborhoods.
Promote buffering and screening of commercial development from sensitive, adjoining, residential uses.
Evaluate factors such as pollution, traffic and proximity of commercial development with regards to the negative
impact on residential neighborhoods.
Encourage the preservation of scenic corridors and viewscapes.
Discourage development that could be hazardous to natural areas, open space, surrounding neighborhoods and
residents.
GRANBURY COMMERCIAL GOALS & OBJECTIVES
Promote an economic climate for the city that provides for adequate retail and light commercial
development.
Encourage retail and light commercial development in the future to assist the tax base of the City.
Facilitate economic activity and preserve the historic area of town.
Provide for a mix of municipal, commercial, retail and office uses.
Develop guidelines that encourage the historic bulk, construction and aesthetics of structures to preserve the historic
integrity of the City.
Encourage the development of safe, aesthetically pleasing, comfortable and convenient places to work, shop
and conduct business.
Minimize the adverse impact of strip commercial development by encouraging the positive influence of corridor
development characteristics such as:
a. Common and shared driveway access;
b. Landscaping provided in the front yard areas;
c. Uniform and controlled signage;
d. Parking located on the side and rear of lots with limited head in parking or parking facing adjoining
streets;
e. Promote town center and singular building designs within a retail complex rather than a strip retail shell
building;
f. Increased and variable setbacks from streets that provide opportunity for landscaping and aesthetic
treatments.
Provide appropriate controls that require parking and traffic movement to be satisfied on each commercial site.
Provide for smaller neighborhood oriented commercial, retail and office uses in limited areas in accordance with the
Comprehensive Plan.
Encourage architectural elements which are reflective of native materials.
Discourage mundane design elements (no articulations, flat rooflines or structures with singular material).
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 9
Recognize that appropriate locations for commercial development are located near areas of high vehicular
and pedestrian traffic.
Apply the principles of corridor commercial development to arterial streets and node commercial development at high
traffic intersections.
Encourage commercial development along undeveloped arterials while maintaining the positive natural character of the
area. Encourage the redevelopment of commercial areas along established arterials.
GRANBURY RESIDENTIAL GOALS & OBJECTIVES
Preserve and protect the character of existing neighborhoods.
Continue to plan for residential areas to have lots of 0.25 acres or greater.
Designate the preponderance of land uses as low-density, single family residential housing.
Promote policies that maintain and enhance existing residential areas.
Encourage development and redevelopment of residential areas that emphasize owner occupied dwelling units.
Encourage growth and development of a wide variety of housing sizes, price ranges and densities in
appropriate areas to meet the needs of all citizens.
Encourage moderate density uses at locations compatible with higher traffic volumes and areas that provide for
adequate off-street parking in garages.
Maintain an acceptable quantity of existing manufactured uses while encouraging their redevelopment and transition
into other residential uses.
Encourage the development of well-maintained and landscaped neighborhoods that are protected from
blighting influences.
Refine and increase methods of development controls and regulations that will enhance residential neighborhoods.
Provide older residential neighborhoods with opportunities for restoration, renewal, and improvement.
Require new subdivisions be served by underground utilities and promote methods to encourage existing subdivisions
to retrofit with underground utilities.
GRANBURY THOROUGHFARE GOALS & OBJECTIVES
Encourage development of local roadways that promote circulation that ensures the safety and general
welfare of neighborhoods.
Develop a thoroughfare system based upon the principles of functional classification and design.
Preserve traffic carrying capability and level of service for new arterial thoroughfares and enhance that of existing
arterial thoroughfares.
Provide regulations and policies that enable the City to control the placement and construction of proposed
thoroughfares.
Have the functional class of streets address the needs of handicapped, aged, children and pedestrian oriented activities.
Adequately maintain a system of thoroughfares, collectors and local roads.
Develop programs and action plans for upgrading and maintaining roads and streets.
Evaluate the condition of streets and establish priorities for regular repair and maintenance.
GRANBURY COMMUNITY FACILITIES GOALS & OBJECTIVES
Provide residents with efficient and cost effective community services.
Plan and design the most efficient and cost effective arrangement of land uses that allows Granbury to distinguish itself
with high quality public services.
Minimize public and private expenditures while not compromising commitment to efficient, quality services.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 10
Provide a coordinated plan addressing future community facility needs in appropriate sequencing.
Continue to provide a high level of police protection as needed.
Continue to provide a high level of fire and emergency medical services protection to assure quality and timely service
throughout the City.
Provide adequate water and sewer service throughout the City.
GRANBURY PARKS & OPEN SPACE GOALS & OBJECTIVES
Develop a cost-effective park and open space system in a manner that promotes the optimum use in a safe,
clean and orderly atmosphere by the citizens of Granbury.
Utilize the Park Master Plan as guidelines for future development of park and open space areas.
Ensure that all parks and facilities meet the most current standards for playground safety and accessibility.
Develop a variety of parks, open space and recreational facilities compatible with the environment and
designed to serve both the active and passive recreational needs of the citizens.
Incorporate and preserve large trees, substantial vegetation, creeks and floodways into the overall parks and open space
system.
Encourage the preservation and expansion of greenbelt areas, including flood plain areas throughout the city.
Encourage public pocket parks to be developed within walking distance of residential communities.
GRANBURY COMMUNITY CHARACTER GOALS & OBJECTIVES
Encourage development that will preserve attractive aspects of the community, such as quality of life, small
town/rural atmosphere, natural vegetation and open space.
Encourage new development to be compatible with the character, existing densities, and structures of existing
developments.
Encourage programs that sustain existing features of the city that are attractive or improve features that are not
attractive.
Attract businesses that will add to the aesthetic quality of the community.
Preserve and protect the character of existing neighborhoods.
Promote the preservation of natural vegetation and open space that maintain the attractive, rural atmosphere of
Granbury.
Minimize impacts to natural areas and open space.
Encourage the preservation of native trees and vegetation.
Integrate a principles of smart growth, urbanism, and green building into the City’s building practices such
that they further high levels of environmental responsibility and sustainable development.
Encourage new development to consider erosion and sedimentation concerns in order to maintain sustainable building
sites.
Incorporate techniques and methods to increace water conservation in a efficient and safe manner.
Promote building techniques that assure conservation of energy and protection to the atmosphere.
Encorage practices that promote building material reuse and recycling.
Establish a method for measuring and promoting high quality of environment by monitoring emissions.
Encourage innovative designs that protect the environment.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 11
GRANBURY HISTORIC PRESERVATION GOALS & OBJECTIVES
Preserve the historic areas of the city.
Develop guidelines that preserve the historic bulk, construction and aesthetics of structures so that the historic integrity
is not diminished.
Encourage programs that emphasize the rehabilitation of historic residential and non-residential structures.
Coordinate historic preservation efforts within the City with other involved agencies and organizations.
Provide for a mix of municipal, commercial, residential, retail and office uses.
PUBLIC INFRASTRUCTURE GOALS & OBJECTIVES
Develop a fair and equitable set of regulations to provide basic public infrastructure (water, wastewater,
streets, drainage, parks, open-space and sidewalks) to accommodate future growth.
Encourage neighborhood and pedestrian friendly systems by requiring neighborhood pocket-parks, trails and sidewalks
on new developments. This shall be required through platting, site design and any other permit, application or request
for approval on new construction.
Encourage new developments to provide for continuing connectivity and expansion of the city‟s street, drainage, water
and sanitary sewer networks. This will promote direct connections to water and sewer central service lines and
minimize the probability of individual septic systems permitted within the area.
Encourage and promote the dedication of easements, ROW‟s and installation of necessary infrastructure to
accommodate the future growth of the area. Proposed development impacts and build-out scenario‟s to ascertain the
impact on the city‟s infrastructure or resources should be presented and weighed during deliberations and prior to any
approvals.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 12
Chapter 3 – Demographics
Methodology
The demographic character of a city plays a large role in long range planning exercises. It is necessary to study the past and
present composition of the community and make projections, which cover the planning period in order to provide public facilities
and services that best serve the future needs of the citizenry.
The data gathering process for determining the demographic characteristics of the City of Granbury utilized two sources, the
2000 US Census and population projections from the North Central Texas Council of Governments (NCTCOG). Data was also
collected for Hood County to compare with the City of Granbury. In determining future population trends, a number of
projection models were considered. The logistic or Gompertz model was selected as the best representation.
Utilizing data gathered from the above sources, the City is estimated to have a current 2007 population of 7,400 persons. This
corresponds to an estimated 53,600 persons in Hood County. The population estimates for both the city and county appear in
table below entitled, Historic Populations for the City of Granbury & Hood County. During the 1970's and 1980's, the county
population grew at a much higher rate than the City of Granbury. The completion of Lake Granbury in 1969, and the subsequent
lake-related subdivisions that developed outside the city, contributed to the population shift. The large number of jobs created by
the construction of the Comanche Peak Nuclear Power Plant also made an impact. Many of these growth areas occur just outside
the city limits and will need to be considered in the future if the incorporated boundary expands.
Historic Populations for the City of Granbury & Hood County
Year
1960
1970
1980
1990
2000
2001
2005
2006
2007
Granbury
Population
2,227
2,473
3,332
4,045
5,718
5,908
6,700
7,100
7,400
Change
Avg. Annual
% Growth
246
859
713
1,673
190
792
400
300
1.11
3.47
2.14
4.14
3.32
2.68
5.97
4.23
Hood Co.
Population
5,443
6,368
17,714
28,981
41,100
42,400
48,000
52,100
53,600
Change
Avg. Annual
% Growth
925
11,346
11,267
12,119
1,300
5,600
4,100
1,500
1.70
17.82
6.36
41.82
3.16
1.32
8.54
2.88
Source: U.S. Census Bureau and NCTCOG
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 13
Racial and Age Characteristics
As represented in the Table „Analysis of Race Demographics for the City of Granbury’, the City has a large majority of white
residents, accounting for 94.5% of the City's population. The remaining 5.5% is divided among Black, Indian, Asian and other.
In addition to being a primarily white-Anglo community, the residents of Granbury are also relatively mature. Approximately
45.3% of the population is 45 or older, while 25.6 are between the ages of 25 and 45, and the remaining 29% of the population
are below the age of 25.
Analysis of Race Demographics for the City of Granbury
Race
Population
White
6993
Black or African American
29
American Indian or Alaska Native
51
Asian or Pacific Islander
44
Other Race
192
Two or More Races
88
Total
7,400
Hispanic Origin (of any race)
540
Population percentage breakdown obtained from 2000 U.S. Census
Percentage
94.5%
0.4%
0.7%
0.6%
2.6%
1.2%
100.0%
7.3%
Future Population
The future population projections for the City of Granbury are summarized in the table, „Historic & Future Populations for the
City of Granbury & Hood County’. The projection represents current sustained growth trends in the immediate area. The trend
of Hood County growing faster than the City of Granbury seems to have slowed. However, this has left a significant population
"sitting on the doorstep" of Granbury‟s future.
In consideration of this trend, the City should monitor the growth and
development of existing and future residential areas in and near the extra-territorial jurisdiction.
Historic & Future Populations for the City of Granbury & Hood County
Year
City
Population
Projection %
1960
2,227
1970
2,473
1980
3,332
1990
4,045
2000
5,718
2007
7,400
2010
15%
2015
15%
2020
15%
2025
15%
2030
15%
Source: U.S. Census Bureau and NCTCOG
Projected
Population
County
Population
Projection %
Projection
Population
14%
14%
14%
14%
14%
54,720
62,380
71,113
81,068
92,417
5,443
6,368
17,714
28,981
41,100
53,600
7,705
8,860
10,189
11,717
13,474
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 14
Chapter 4 - Existing Land Use
General Land Use Characteristics
Before developing a plan for the future, a city must first have an understanding of the present condition. In addition to analyzing
demographic data, analysis of existing land uses and zoning districts provides a better understanding how the land is currently
being used. An analysis of current land uses can provide documentation regarding development trends throughout the City. This
provides City officials with an opportunity to steer or influence trends that may be detrimental to future development. City
officials will initiate public policies to encourage development in accordance with the goals and objectives developed by citizens.
The planning process began with division of existing land uses and zoning districts within the City into the following general
land use categories:
Residential
Single-Family Residential – This includes all properties currently zoned Residential-7,000; 8,400; 10,000;
12,000 and Residential Estate.
High Density Residential – This includes all properties currently zoned Patio Home, Townhome, Duplex and
Multi-Family. A large percentage of high-density residences may be rental units, although patio homes,
townhomes and condominiums are structure to accommodate individual home ownership.
Manufactured Housing – These units that are not site built, but manufactured in a factory and brought to the
home site. They are inspected at the factory in conformance with the adopted statutory building standards
of the industry. In the past, similar housing was referred to as mobile homes. These units are typically
clustered in manufactured housing parks or subdivisions.
Commercial
Commercial zoning districts including Business Commercial, Light Commercial and Heavy Commercial, offer
a broad range of retail sales, service retail, office, mixed use office/retail, small businesses, restaurants,
entertainment uses, and other commercial business establishments.
Industrial
The Industrial zoning district permits major manufacturing and warehouse uses, industrial fabrication and
assembly, heavy commercial uses with an abundance of outside storage, and other heavy to light industrial uses.
Public/Quasi-Public
Public and Quasi-Public land uses include all city, county, state or federal governmental uses as well as schools,
churches or other religious institutions, and some public utility uses. These properties may exist within many
different zoning districts.
Parks and Open Space
Parks and Open Space uses include all existing public parks, privately maintained recreational uses,
floodplains/floodways, and other properties being used for open space. These properties may exist within many
different zoning districts.
Interim Holding (Undesignated Land Use)
Properties that are zoned as Interim Holding are either undeveloped, agriculture, or have an existing legal nonconforming land use on the property.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 15
Information on the existing conditions of both land use, zoning districts and demographics were then compiled to plan for future
growth of the City in accordance with sound planning principles.
Existing Conditions
The existing land use conditions in the City of Granbury were identified and included in the Comprehensive Plan. Of the
approximately 9,419 acres (14.72 square miles) that make up the City, approximately 4,755 acres are zoned as residential or
commercial. The remaining area is currently zoned Interim Holding or consist of the canals or the Lake. The categories of
zoning districts and land uses, corresponding acreage, and total percentages are shown in the table entitled, Summary of Existing
Zoning Districts and Uses in Granbury, Texas 2008.
Summary of Existing Zoning Districts and Land Uses in Granbury, Texas – October, 2008
Land Use
Commercial Property (non Industrial)
Industrial
Single Family Residential
High Density Residential
Manufactured Housing
Interim Holding
Parks & Open Space
Public/Quasi-Public
Lake/Canals
Total Area (Acres)
Acres
1,691
659
2,062
304
39
4,084
528
678
347
9,368
% of Zoned Property
18%
7%
22%
3%
0.04%
44%
Total Area - 14.63 sq. miles
Residential Land Use
Residential zoning districts account for 25.04 percent of land area in the city. This type of land use consists of single-family
residential units, manufactured housing, and high-density residential units. The text below provides information regarding
residential development in Granbury.
Commercial Land Use
The commercial zoning districts include the Central Business District (CBD), Business Commercial, Light Commercial, Heavy
Commercial and Industrial districts. These commercial zoning districts comprise approximately 2,350 acres of land within
Granbury. Most commercial development is located along Highway 377, FM 51, FM 167 and State Highway 144. The amount
of commercial land within Granbury is much larger than would normally serve the City's population. This is explained by
Granbury's role as a countywide provider of services and the annexation of Highway 377 commercial frontage to the northeast.
As the city and county continue to grow, this relationship will continue to change.
Public & Quasi-Public land Use
Public and quasi-public land uses include municipal, county, state, and federal government uses, cemeteries, schools, and public
utility and service providers. Land uses typically considered as quasi-public include churches and electric, gas, telephone, and
television utility providers. Approximately 678 acres are currently utilized for this type of use in the City of Granbury. Although
these figures may be relatively high, they are again a result of the role Granbury plays as a countywide provider of services.
Granbury is the seat of not only Hood County, but of the regional school district as well.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 16
Parks & Open Space
Approximately 528 acres of land within the city limits is occupied by public parks or open space. This calculation includes
active and passive park areas, open space, school recreational areas, and areas that are likely to remain undeveloped for
environmental reasons. Lake Granbury and its associated canals are not included in these figures, but account for 347 acres
within the city limits.
Interim Holding Zoning District
There are approximately 4,084 acres of property currently zoned as Interim Holding. The Interim Holding district includes
vacant, agricultural and legal non-conforming uses. Generally, as the City expands its corporate boundaries, property is annexed
into the City and zoned Interim Holding. Any existing use is considered legal non-conforming and would be required to be
rezoned appropriately if a change in use or expansion were to take place. Large undeveloped tracts still remain throughout the
city.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 17
Chapter 5 - Planning Principals
Urban Design Elements
The term "urban design" refers to the planning of development in a comprehensive manner in order to achieve a unified,
functional, efficient, and aesthetically pleasing physical setting. Urban design consists of a number of elements that are accepted
by planning professionals as desirable and necessary for the orderly growth and development of an area. They enable planners to
effectively create the desired form of the city.
The City of Granbury Comprehensive Plan has applied a number of planning principals to this plan, including, Density
Equivalent Development, the Neighborhood Concept, Commercial Corridor Development form and the Commercial Node
Development form. The City has also utilized planning principals related to edges, transitions, screening walls, buffers and entry
features. These urban design elements are applicable to future development and should be applied to existing developments
whenever possible. Design elements should be appropriately considered in their application to new development proposal or
opportunities arise for redevelopment and revitalization in established areas of the city. By exercising flexibility in applying
these elements to older areas of Granbury, existing development may be retrofitted to modify existing development patterns. The
city as a whole will benefit from increased efficiency and aesthetics.
A significant portion of the City is currently
undeveloped. It consists of larger parcels of land that
have been used primarily for agricultural purposes. The
environment and character provided by these very large
tracts historically have provided the area with its rural
character, and is an integral part of the character that the
City is seeking to maintain.
It is inevitable that
residential and commercial growth will occur.
The
residential development market will pressure the
division of these larger lots into significantly smaller
lots.
The challenge for the City is to permit the
subdivision of this once rural land into urban lots and
Undeveloped Conditions
still maintain the rural nature that is desired. The inclusion of open space into subdivisions will greatly assist in accomplishing
this. One way of accomplishing this is to establish a density per acre that is acceptable and then provide flexibility of
development as long as that density is maintained. This concept is known as Density Equivalent Development.
The following series of illustrations indicate two possible alternatives for developing the current undeveloped areas within
Granbury. It is important to note that these two may be applied exclusively or may be modified to apply to the unique
characteristics of each individual parcel. In addition, other development patterns relative to mixed-use development may be
applied by using a Planned Development approach.
Conventional development typically uses all of the land for lots. Development of Granbury‟s undeveloped areas and open spaces,
in this manner, would utilize a great portion of the undeveloped land area for residential development. Fortunately, large fiveacre and even one-acre tracts of land do not bring the visual urban clutter that the typical 8,000 sq.ft. lot subdivisions bring. But,
the integrity of the characteristics of open spaces by estate and large lot development is lost as land is claimed for the density of
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 18
small lot development. Even five-acre subdivisions require roadways
to be constructed throughout the subdivision. The smaller, five-acre
tracts still have significant open space, however, residences,
outbuildings, and fences are much more numerous, creating a visual
clutter of its own.
Utilizing the Density Equivalent Development concept, the City can
protect and preserve the open space, ranch characteristic desired by
the City. In addition, the visual impact from the perimeter roadway
conveys a rural character under developed conditions.
The
Conventional Development
development utilizes the existing open space area for buffers from
adjacent roadways and to provide trail linkages to environmental
features. This is a more cost effective alternative since expense to the
City is reduced due to less linear feet of roadway to maintain.
Density Equivalent Development
Neighborhood Concept
The neighborhood concept shown below, is one of the oldest and most widely used and accepted practices in urban land use
planning. This concept helps to create quality spaces in which people live. The concept places primary emphasis on creating
neighborhoods that are buffered from the impacts of elements from outside the neighborhood system. By utilizing a transition of
Neighborhood Concept
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 19
land use intensity, the most sensitive element of a neighborhood, residential use, is protected from the effects of intense
commercial use.
The foundation of a neighborhood is its streets. Streets serve two primary purposes in neighborhood systems: to facilitate the
movement of people and goods, and to serve as physical boundaries between adjacent land uses or neighborhoods. Streets should
be designed and located to accomplish their purpose of efficient traffic service while discouraging through traffic. In order to
maximize visibility and safety, intersections of more than two streets should be avoided. Intersections are preferred to meet at
ninety-degree angles. The types of streets, their functions, and characteristics are described in detail in the Thoroughfares
chapter of this document. Arterial streets define the limits of a neighborhood by bordering the area on all sides. These roads,
which are designed for heavy traffic, are appropriate locations for commercial uses. The number of entrances from arterials into
the neighborhood should be limited. This enhances the efficiency of the arterial system, while preventing a high volume of
traffic from entering the neighborhood.
Collector streets provide for circulation within the neighborhood. They connect local streets to the arterials. Collector
streets are appropriate locations for moderate and limited high-density housing. Curvilinear street layouts, rather than
traditional grid patterns, should be designed to limit traffic and slow traffic speed.
Local streets provide direct access to residences, and carry a low volume of daily traffic. Like collectors, these roads
should be curvilinear in design. In addition, the use of loops and cul-de-sacs will further reduce traffic speed and
volume. Local streets shall promote more pedestrian movement than collector or arterial streets by encouraging
sidewalks and crosswalks.
The neighborhood concept considers the most appropriate locations for different land uses within the neighborhood and along its
boundaries. Low-density housing should typically be located on the interior of the neighborhood in order to protect the sensitive
residential area from intense land use effects on the periphery. Typically, larger neighborhoods should also provide for the
location of schools and community facilities such as parks and fire stations within this central area. Moderate or high-density
housing should be located toward the periphery of the neighborhood and on collector streets. These residential land uses may be
used as a buffer area between commercial land uses and lower density residential land uses. Commercial land uses should be
located on the outer limits of the neighborhood at intersections of arterial streets. These should be oriented toward the arterials to
discourage commercial traffic in the residential neighborhood, and incorporate buffer yards and/or screening fences when located
adjacent to residential uses. Commercial land use within a neighborhood should be limited to the retail sale of goods and
personal services primarily for persons residing in the adjacent residential areas.
In addition to the configuration of streets and the location of land uses within the neighborhood, criteria for lot design should be
considered. Lots adjacent to arterial streets and corners should be deep and wide, with adequate rear and side yard setbacks to
facilitate sight distances at street intersections. Low-density residential lots should not have direct access to adjacent arterials.
This access would create safety hazards for the residents and impede traffic flow on the arterials. The above characteristics and
criteria function collectively to protect the integrity of the neighborhood from external pressures and to enhance its identity.
New Urbanism, Neo-traditional Development (or ‘Smart-Growth’)
In the last few years, an emphasis has been placed on land development that increases the density of uses in order to conserve
utilities and natural resources. This emphasis has been referenced as "smart growth". Its objective is to provide quality living,
recreation, shopping, and work spaces that are located in close proximity to each other. In fact, the purest form of New Urbanism
is to create mixed uses that discourage vehicular movement and encourage pedestrian movement.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 20
New Urbanism / Neo-traditional Concept
The characteristics of New Urbanism or the Neotraditional Concept have been summarized by the Congress of New Urbanism.
These characteristics are provided below:
The principles of New Urbanism can be applied to a full range of scales from a single building, to an entire master-planned
development.
Walkability: Most destinations, whether recreation, shopping, or dwelling, should be located within a l0-minute walk of home or
work. The development should have a pedestrian friendly street design. Buildings are located close to the street. Porches,
windows & doors are prevalent on the front of structures and face the tree-lined streets. On-street parking is encouraged in
appropriate mixed-use districts. The parking lots are designed to be secluded and hidden from street view. Residential garages
are located along rear alleys. The streets maintain a narrow design to slow vehicle speeds through the neighborhood.
Connectivity: The New Urbanism neighborhood is interconnected. The street grid network disperses traffic & eases walking.
Providing a quality pedestrian network that connects home, office and recreation areas is of the highest priority.
Mixed Use: A mix of shops, offices, apartments, and homes are located on site. Mixed-uses occur within neighborhoods, blocks,
and within buildings. The conventional segregation of land use defined as "Euclidian zoning" does not occur. In its place,
coordinated placement of all types of land uses occur on one site.
Mixed Housing: A varied range of types, sizes and prices of residential housing is located in closer proximity than in the
conventional Neighborhood Unit Concept.
Quality Architecture and Urban Design: The New Urbanism concept places an emphasis on beauty, aesthetic quality, human
comfort, and the creation of a sense of place. Special placement of civic uses and sites within the community is encouraged.
Smart Transportation: A primary goal of the New Urbanism concept is to promote a substantial network of quality public
transportation where available to connect cities and smaller communities together. The transportation goal of the New Urbanism
concept is to emphasize a pedestrian-friendly design that encourages a greater use of bicycles, in-line skates, scooters, and
walking as a mode daily transportation.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 21
Sustainability: The application of this development style is very environmental conscience and minimizes negative impacts. It
limits the use of finite fuels. It also increases local production and promotes pedestrian activity.
It should be noted that the New Urbanism is a concept as is the Neighborhood, and Density Equivalent Development concept
presented earlier. All suggested residential development patterns could be acceptable, depending on the growth goals and
objectives of the City.
Encouraging Value and Quality with Residential Amenities
The value and quality of residential development is not necessarily dependent on the size of the residential lot. The potential for
large lot subdivisions to be less than desired quality is just as possible as subdivisions with smaller lots. However, it is perceived
that the potential for smaller lot subdivisions to magnify undesired traits is greater because of the greater number of lots that
occur when the subdivision is not of the highest quality.
The desire is not to limit the number of lots, but to increase the
potential for high quality features in the subdivision. This is accomplished by focusing on the amenities that are provided for the
subdivision. Amenities may include items such as:

Masonry exterior construction or construction materials which compliment the historic character of the neighborhood
block.

Rear entry garages.

Neotraditional residential construction.

Articulation for structures.

Landscaping.

Minimal glass or reflective surfaces.

Subdivision entry design features.

Perimeter walls and screening features.

Pedestrian friendly neighborhoods.

Decorative street features and signage.

Street side porches.
It would be rare indeed to find residential subdivisions that apply all of these features in one development. However, the
application of numerous elements increases the opportunity to obtain a high quality residential development that establishes and
maintains the value in residential development that is desired by the City.
Amenity: Masonry Exterior Construction.
Conventional thinking perceives structures constructed of masonry, rock, or stone generally to be of higher construction
standards than those not constructed of such materials. It is generally agreed that they are more durable and obtain greater
appraised value than contemporary frame structures with wood siding. Masonry construction wears better and is generally less
expensive to maintain. Masonry constructed structures tend to be more aesthetically pleasing than wood siding structures.
However, this perception may be somewhat inconsistent when considering architectural designs that promote the use of wood,
which are found in many historic districts in Texas.
It is not the intent of this document to endorse a particular construction material over another. In fact, with proper designs, any
exterior construction material would be satisfactory if it is complementary to the surrounding environment and enhances the
property and neighborhood aesthetically, as well as economically. In fact, choice materials should reflect compatibility with
surrounding structures as within the historic overlays, or the particular theme of the proposed development, which is to be
reviewed by the City‟s Zoning Board of Adjustment for exception.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 22
Alternative Exterior Construction
Construction material can vary greatly and still
maintain value and aesthetic appeal. These examples
provide a flexible range from totally masonry, to
partial masonry, to totally wood, and finally Hardy
Plank.
Amenity: Residential Access
This concept is primarily aesthetic in nature. It is most impacted with small lot subdivisions that have limited room to construct
anything except a front entry garage. This principal reduces the visual clutter of open garages that often turn into storage areas.
Side and rear entry garages promote a more orderly and aesthetic view of
the residential neighborhoods from the street. An alternative to side and
rear entry is for structures to set off of the roadway a significant distance.
Although each case should be addressed on its own merit, 60 to 40 feet
of setback for the garage should offset the visual clutter issue.
When residential access is provided from the rear or side and no garages
are seen from the street, more opportunity is provided for landscaping.
Vehicles usually do not present a visual interference to the front of the
structure, but a drawback is providing for sufficient visitor parking.
Shared rear access limits the number of curb cuts on the public street.
Residential Access
An additional feature of rear access, which may be provided by alleys, is
the utility boxes and transformers of electric utilities may be placed in the
rear yards where access is available. Electric transformer boxes add to
the clutter of the street when placed in the front yard. On the occasion
where an electric transformer, multiple-box mail units, and trash
receptacles are all provided in the front yard, the visual streetscape of the
neighborhood is not pleasing. For this reason, alleys and landscaping in
the front yards is beneficial to increasing the visual aesthetics of the
neighborhood.
Street Clutter
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 23
Amenity: Neotraditional Residential Construction.
The home designs in Granbury should promote a sense of community. Neotraditional residential construction has become
associated with the concept of neighborhoods that encouraged communication between neighbors. This occurs when places to
interact are designed into the subdivisions, encouraging pedestrian activity in the front yards and street areas.
This is
accomplished in particular through the utilization of porches on residential structures. Either a full porch or limited porch should
be provided on all residential structures. Dimensions should permit sufficient room to place chairs and allow for walking areas.
Developments in other portions of the country have encouraged shorter setback distances from the street to the front porch that
encourage communication with neighbors walking along sidewalks and those sitting on the porches.
Full Porch
Provides varied opportunity to utilize the
outdoor area of the home.
Limited Porch
Reduces the opportunity for interaction
but still encourages activity outdoors.
Amenity: Articulation For Residential Structures.
Home designs in Granbury should promote visual interest by providing a variety in appearance by changing horizontal and
vertical planes of the surface structure. Unbroken planes on the surface of structures provide very little design opportunity and
may be considered as mundane and uninteresting. The aesthetic value of the property is enhanced by visual articulation of these
surfaces.
Unarticulated Residential.
This residential structure appears to be
significant in size; however the straight and
unbroken surfaces of the roof and exterior walls
are plain and uninteresting. They add nothing to
the design of the structure.
Articulated Residential.
Real visual interest is created by the varied planes
and surfaces of the design. Notice a variety of
breaks in the roofline as well as the addition of
dormers and the exterior walls have a variety of
angles and offsets.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 24
Amenity: Landscaping.
Landscaping adds to the quality of life of the residential
neighborhood. Although much of the area covered by Granbury
is prairie land, trees and other live landscape material is
encouraged. Landscaping should include a variety of plant
material. In addition, the planting should include material that
will reach maturity in a short period of time. Planting of trees less
than 3” caliper is discouraged and when possible, existing trees
should be preserved. Landscaping that encourages conservation
of water should also be used. However, it is more critical to use
native plants and trees than to use desert plants that are not native
to North-Central Texas.
Landscape Variety
Landscaping located tight
against the house provides an
aesthetic quality to the site.
The presence of mature trees
adds scale to the landscape
design.
A variety of heights, shapes
and colors presents a more
natural setting and is more
environmentally compatible.
Amenity: Subdivision Entry Design Features.
Entry features create, identify and emphasize the character and theme of a subdivision. All major subdivisions, those of 10 lots
or greater, shall provide a major entry for the subdivision. The entry provides an opportunity to continue a theme established by
the City or neighborhood. The use of stone, landscaping, topographical relief, walls, public art, and water features should be used
to create the desired theme.
Major subdivision entries typically have
a divided landscaped boulevard.
Walls may be constructed of a variety
of material, but many are of stone or
decorative brick.
Design features such as public art should
be of appropriate scale and should set
the theme of the subdivision
Entry Features
Amenity: Perimeter Fencing and Screening Features.
All residential subdivisions should have decorative walls around the perimeter of the subdivision along identified thoroughfares.
These walls identify the subdivision and help to establish the theme of the subdivision. It is also important that the perimeter
fence/wall be installed as one unit and proper maintenance be itemized. Often perimeter fences and walls are built on a “piecemeal” basis, with incremental portions being installed as construction occurs on the individual lots. This creates inconsistency in
material and weathering.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 25
The fences and walls located along the perimeter roadways of a subdivision should
be considered differently than those located in the interior of the subdivision, which
may have common lines with other subdivisions. For fences and walls located on
perimeter roadways, the City may require decorative walls to include varying
combinations of masonry, stone, wood, and metal. In addition, these walls should
have articulation occurring vertically and horizontally and have landscaping
integrated into the design. Fences and walls located along the interior boundaries of
the subdivision may have much simpler designs that limit the masonry content to
the support columns. Decorative metal fences are particularly appropriate adjacent to
Perimeter Fence
common areas and open spaces. In addition, in large lot subdivisions, split rail fences
are decorative as well as functional. Split rail is particularly acceptable for interior
boundary fences in large lot developments. A combination of wood fences with
masonry columns and bases is an appropriate fence. The capstones provide the
vertical articulation. However, landscaping should be included as a part of any
fence located along perimeter streets.
Decorative Fence
A natural rock wall is
compatible with the
environment and may be
constructed in such a
manner that it appears
to have historical
significance.
Combination of metal
fence with masonry
columns and base
permits “openness”
along the perimeter.
Notice that extensive
landscaping is
included along the
perimeter line.
Alternative Perimeter Fences
Perimeter Fence Designs
Three-foot screening wall easement allows for the screening fence to have horizontal articulation. Landscaping should
also be included as part of the fence/wall design
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 26
Amenity: Pedestrian Friendly Neighborhoods.
Granbury is committed to creating opportunities for pedestrian activity throughout the community. All new development must
indicate how it plans to utilize the existing flood plain area for pedestrian purposes. In addition, linkage opportunities must be
provided between adjoining neighborhood service areas and floodplain areas. Standard design parameters shall be developed and
incorporated into the subdivision and site plan design criteria.
Multi-Use Paths.
When combined with bicycle
use, the clearance should be a
min. of 8 feet.
Pedestrian Access
Access to paths and trails must
be provided from subdivision
interior to the pathway.
Amenities: Decorative Street Features.
Value is established in subdivisions where the “extras” are visible amenities.
These extras indicate to visitors in the
neighborhood that attention to detail has gone “the extra mile” in the subdivision. Providing “extras” of this nature will require
that the subdivisions have a homeowner‟s association that collects dues from the residents which allows for maintenance of the
amenities installed as extras.
Brick enclosure. While it matches
the structure and is structurally
strong, it is without design and
can be overpowering at the
curbside.
Double metal boxes provides
separate boxes for owners and
still provides utility for mail
carriers. These metal boxes are
not overpowering at the curb.
Ornamental boxes provide
separate boxes for owners on a
single pedestal. Custom designs
become a matter of taste.
Simple metal single. Simple
designs provide aesthetic effect
but do not overpower the curb.
Similar to decorative mailboxes, varied street lamp styles may improve aesthetics. It is strongly encouraged that any design
address the “dark skies” issue of light pollution. In addition, the street lamps located in the interior of a subdivision may be on a
smaller scale than those located along the perimeter roads. It is preferable that the style be simple and transferable to other
subdivisions. Flexibility in design for each subdivision should be carefully weighted with the need for consistency between
subdivisions.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 27
Decorative Street Lamps
Decorative street features include public signs such as traffic signs and street signs. These signs must be consistent with the
adopted uniform design standards for traffic control devices, the traffic laws of the City of Granbury as well as serve the public
purpose and provide an aesthetic quality to the development. In addition, it is likely that each subdivision will have a definite
theme that will be promoted within the development.
Regulation standards may
be applied to wood carved
signs for aesthetic appeal.
Uniform Color on stylized
posts may be used to
combine design with the
established theme of the
development.
Wood Post with simple design provides
aesthetic variation in public rights-ofway. Other styles using metal posts
may also apply.
Design Applications to Traffic Control Signs
Statements may be made at critical locations in the subdivision by providing special paving treatment. This treatment should be
used at locations where emphasis is required, such as corner crosswalks or at locations where pedestrian paths and trails cross
local roadways. A variation of different styles can add to the aesthetic quality of the development. In addition, a variety of
colors and styles are available and add significant flexibility to the pavement designs and texture of materials.
Special Paving Treatment
should be used at locations for
emphasis, such as corner
crosswalks or at locations
where pedestrian paths and
trails cross local roadways.
Variation of different styles can
add to the aesthetic quality of
the site.
Variety of Colors and
Styles are available and
provide flexibility in
design
themes
and
texture of material.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 28
Vehicular and Pedestrian Connectivity
It is an established fact that the purpose of residential neighborhoods is for dwelling and recreation. As such, neighborhoods
should be pedestrian oriented. Contemporary designs for residential neighborhoods have emphasized the circulation of vehicle
traffic to, through, and around the neighborhood. Most residents do not use their vehicle inside the neighborhood. Circulation
through the neighborhood by the residents of the neighborhood is preferred to occur on foot or by other modes of transportation,
such as bicycles, in-line skates, and in some cases golf-carts. Unfortunately, the development community has emphasized the
construction of streets and minimized the provision of circulation systems for pedestrians.
The well-designed neighborhood should include the appropriate circulation of both vehicle and pedestrian interests. It is also
critical to note that streets are designed for vehicles, not pedestrians. Therefore, the reliance on a ribbon of concrete adjacent to
the street as a pedestrian pathway is the least
desirable manner of providing pedestrian circulation
facilities. Each subdivision should be designed such
that a separate pedestrian circulation system and a
vehicular circulation system are provided. The two
systems
may
coincide
occasionally,
but
the
vehicular roadways must not be the sole evidence of
pedestrian circulation.
Additionally, linear streets
and unimaginative geometric design (lot and block
layout) should be discouraged.
Serpentine street
layout, and pedestrian walkways along dedicated
greenbelts are to be incorporated in each subdivision
design.
Vehicular and Pedestrian Connectivity
Commercial Development Forms
Commercial development, because of its infrastructure needs, intensity, and traffic volume, is a critical land use to the urban
design of a community. Elements such as building orientation, lot depth, land use intensity, and location should be planned to
create an asset to the community, rather than an eyesore. The commercial corridor and the commercial node are design elements
that provide locations for commercial use while protecting the capacity of streets, buffering adjacent land uses, and maximizing
the efficiency of the commercial development.
The commercial node and corridor models are intended to prevent the development of "strip commercial" areas. The familiar
characteristics of strip commercial properties include the following:
·
Shallow lots, usually between 100 and 200 feet deep;
·
Numerous small parcels with individual owners;
·
Numerous curb cuts for entrances;
·
Numerous small buildings with no architectural unity;
·
Minimal (or no) landscaping in and around the parking lots;
·
Limited parking usually restricted to the front setback area or along the street; and
·
The lack of landscaping or other buffers, especially in the rear, with the adjacent residential areas
exposed to a blighting influence.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 29
Strip Commercial. Usually occurs along older established
corridors that were existing prior to regulations that would
prevent it.
Notice:
 the multiple driveways,
 the front entry parking off of the arterial street
 lack of landscaping in the front yard
 lack of architectural unity and design of the buildings
 shallow lots
 numerous narrow business
 lack of any or minimal parking
Strip Commercial Development
Unchecked, this development style will likely continue and be difficult to correct in the near future. Future commercial
developments in Granbury should be required to incorporate elements of the following commercial models into new design plans
and redevelopment opportunities. These principles should be observed in order to reverse some of the undesirable effects of strip
commercial development.
Commercial Corridors
Commercial Corridor Development Form emphasizes the location of commercial uses along arterials. This development form is
characterized by high intensity commercial uses located near the intersections of major arterials with less intense commercial
uses located along the arterials between intersections. Commercial corridors should be limited in depth to 300 feet in order to
Commercial Corridor

Access to commercial property should not
encroach into residential neighborhoods. Primary
access is directly from arterial streets.

Buffering between single family and commercial
 Corridor development should orient traffic toward
uses may consist of landscaping, and/or solid walls. In
arterial streets and discourage entry to residential
addition, dumpsters and mechanical equipment areas
neighborhoods.
should be screened.


Parking lot interiors and perimeters should be
landscaped to screen automobiles and break-up large
areas of pavement.
Depth should be restricted to not
more than 300 feet and not less than
150 feet.
Commercial Corridor Development
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 30
prevent conflicts in land use and minimize the potential of land-locking surrounding properties. In order to create cohesiveness
among a variety of commercial uses, development guidelines should require uniform signage, shared driveways, and landscaping
along the thoroughfare in commercial corridor developments.
Commercial Nodes
Commercial Node Development Form consists of commercial land uses that generally develop around intersections of major
thoroughfares and intersections of collector streets with arterial streets. Commercial activity is directed toward the intersection,
and does not extend along the intersecting streets. The size of a commercial node is generally not limited, but is determined by
the type of commercial use at the particular location. A node may be small, containing neighborhood service type uses, or large
shopping centers of numerous commercial structures. High intensity commercial uses are typically located at the intersection of
arterial streets, while less intense commercial uses such as professional offices may be used as a buffer between high intensity
uses and neighboring residential land uses. Additional screening, buffering, illumination controls and landscaping should be used
to further reduce the effects of the commercial uses on adjacent residential uses, and to define the boundary of the adjoining land
uses.
Commercial Node
 Parking lot interiors and perimeters
should be landscaped to screen
automobiles and break-up large areas
of pavement.
 Commercial Node activity is oriented
toward the intersection of the
intersecting arterial streets and does
not extend laterally down the streets.
 Unlike Corridor Commercial,
Commercial Nodes should not be
restricted to 300 feet or less in depth.
The commercial activity should
determine the depth.
 Access to commercial property should not encroach into residential neighborhoods. Primary access is directly from
arterial streets.
 Buffering between single family and commercial uses may consist of landscaping, and/or solid walls. In addition,
dumpsters and mechanical equipment areas should be screened.
Commercial Node Development
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 31
Non-Residential Access Management Features
Feature: Number and Location of Curb Cuts/Drives.
Adequate distances between driveways will help to ensure the safety of motorists and pedestrians by reducing areas of
potential conflict between vehicles attempting to enter or exit corridor properties. Conventional thinking of commercial
development, in times past, sought to provide numerous opportunities (at least 2 driveway cuts) for circulation on and off each
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 32
individual commercial site.
Whereas this certainly provided access, there is no documentation that indicates a direct
relationship with business profits and the number of driveways that are provided on a site. What has been documented is that
the increased opportunity for traffic conflicts presented by increasing the number of intersections along a roadway
significantly increased the vehicle collisions on the arterial. Increased distances between driveways do not necessarily inhibit
access to commercial businesses. However, increased design speeds require increased separation distances, which certainly
will be a challenge to commercial development.
Increasing the separation between driveways will, without a doubt, cause some properties to have a difficult time providing a
driveway curb cut on their property. This is not unusual. Shared access between commercial properties and cross-access
easements that provide access across property has been utilized to provide adequate access for commercial properties.
Feature: Service Drives.
In conjunction with cross access easements and shared driveways, short service drives parallel to the thoroughfare will be
implemented whenever possible. This is particularly important along corridors with narrow lots where individual driveways
could result in numerous closely spaced driveways. In largely undeveloped areas, an individual temporary driveway would
serve each site until adjacent lots were developed. At that time, a service road would be constructed to serve multiple lots,
and the temporary drives would be closed and consolidated into one or two access points. At the time of development,
easements would be reserved for use when the future permanent drive is developed.
Feature: Parking Lot Designs.
Parking lots, with their large expanses of asphalt and concrete and clutter of parked cars can be unsightly. Parking lots and
drive lanes will comprise a significant amount of corridor area. Design of these improvements must provide an aesthetic
appearance and still insure safe and efficient traffic circulation. .
Curbs:
Curbs must be provided on all driving and parking
surfaces. Parking lots and driving areas generally have poor edge
treatment. Often, the paving simply stops at grassed areas without
the use of curbing. Therefore, a raised curb will be required for
all parking and driving surfaces.
Wheel Stops (Curb Stops): When vehicles extend over the curb,
landscaping can be destroyed. Wheel stops will be required for
all head-in parking spaces adjacent to landscaped areas. Wheel
stops will be designed so that the overhang of vehicles is
contained totally within the parking space.
Parking Location: Locating a parking lot behind buildings is strongly encouraged. If parking lots cannot be located behind
buildings, they may be located to the side of buildings. However, this will require that they be buffered from roadway
corridors and adjoining properties with berms, decorative walls, hedges, shade trees and other landscaping. With appropriate
buffering, the view of parking lots as seen from the road may be softened.
Large parking lots should be
“compartmentalized”. They should be divided into smaller, separate lots, which are dispersed throughout the site to reduce
the impact of a “sea of asphalt” and provide more opportunities for landscaping.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 33
Utilize maximum number of parking
spaces and require that landscaping be
used as a buffer between the parking lot
and the arterial.
Over design of parking lots often provide
more spaces than what is needed,
resulting in a “sea of parking spaces.
Compartmentalize the parking by
breaking up into compartments with a
maximum number of spaces.
Striping: All parking lots will be striped in a manner that will clearly delineate parking spaces, fire lanes, and pedestrian
crosswalks. In large lots with two-way drive lanes, directional arrows will be provided. Directional arrows will be provided
for all one-way drive lanes and driveways.
Parking Lot Maneuvering: Off-street maneuvering areas and internal driveways must be sufficient for all vehicle movements
into a parking space, up to a loading dock, or to safely accomplish any other turning movements. No back-in or back-out
vehicle maneuvering from a driveway will be allowed onto any public street or right-of-way.
Commercial Entry Statements.
Every commercial development should have an entry
feature that is appropriate in scale to the size of the
development. Entry features can contribute to corridor
safety and aesthetics by providing unique driveway
entrances that are easily recognized and accessible.
Entry features can also create identities for individual
developments and help establish the character of the
corridor as a whole. The incorporation of walls, berms,
decorative fencing, and landscaping into any entry
feature design is encouraged. Decorative signs, either
freestanding or attached to a decorative wall or fences,
which identify the project, should be encouraged at the
primary project entrances. Stand-alone developments
may provide the entry statement on either side of the
drive
entrance;
whereas,
multi-user
commercial
developments may incorporate the entry feature into a
boulevard entrance.
Typical Entrance Feature
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 34
Entry features should establish
the theme of the commercial
development. Material should
be natural elements, including
stone and rock.
Plan
should
incorporate
landscaping and special street
treatment, in addition to signs
and public art.
Commercial Landscaping.
The most flexible feature within commercial development is the landscaping. The developer has a wide range of options
regarding the style and character of the landscaped area. However, it is important that the application of landscaping be
consistent with an overall theme and not appear to be forced on the area. The use of large planters may be appropriate in areas
that have an extensive quantity of concrete. The photographs below show how Juniper trees, planted in large pots, are utilized on
a paved surface to soften the viewscape.
Plant material used on commercial sites should consist of a mixture of ground cover, shrubs, trees, and flowering plants that
provide seasonal color. The tree material should generally be of varieties that require a minimum amount of maintenance. It is
critical that an irrigation system be required for all landscaped areas. Popular landscape trees for interior drive medians and
parking lots include Live Oaks, Red Oaks, and select ornamentals for seasonal color, which have been codified in the Zoning
Ordinance, some of which are shown below.
Live Oak
Red Oak
Bradford Pear
Mexican Plum
Crape Myrtle
Landscaping in containers may
be used very successfully to
provide an aesthetic treatment on
gravel, decorative stone, asphalt,
and even concrete. The lack of
earth surface should not prevent
landscaping.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 35
As part of the statement, shrubs and tall grasses are suggested to be incorporated into the treatment. The physical character of
these grasses should be such that visible movement is apparent when blown by the wind.
The following photographs are
examples of these plant materials.
Juniper
Texas Needle Grass
Dwarf Pampas Grass
Special Pavement Treatment.
Special treatment of driving and walking surfaces can provide a noticeable and dramatic impact on the aesthetics of a commercial
development. Pavement treatment may be used to:

claim attention to the motorist by causing a series of vibrations during travel;

define specific areas for pedestrian safe access across thoroughfares; and

call attention to significant entry points by aesthetic application.
The materials and techniques available for pavement treatment vary. Intersection and crosswalks can be defined by construction
of pavement with interlocking pavers in a variety of shapes and styles, as shown below.
In addition to actual brick and stone paver material, concrete may also be stamped to show a desired design. These “cookiecutter” patterns often look like brick and stone pavers, while maintaining the integrity of the poured concrete. Examples of
stamped paving treatment are provided below.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 36
Particular emphasis should be given to specific locations where pedestrian traffic crosses interior drive lanes. These accented
pedestrian cross walks serve to identify the selected location for pedestrian traffic and discourage pedestrians from crossing drive
lanes at uncontrolled and undesignated locations.
The intersection depicted, in the adjacent
photograph indicates two different treatments. The
crosswalk is shown in a dark paver with accent
stripes on the edges. The intersection itself is
accented with red brick pavers that call attention
to the intersection. This result may be obtained by
using the street pavers as well as by “stamping”
and coloring the concrete.
Signage
In an attempt to attract attention from passing motorists, merchants tend to desire signs that are larger, taller, and brighter than
others in the area. This often results in “sign pollution”, which is a clutter of signs that are confusing to read and unpleasant to
view. Fewer and shorter signs with less intense illumination can present a sense of order and can improve the view-scape and not
distract the passing motorist.
In addition to currently existing City sign regulations, commercial developments shall provide an integrated sign design for the
City‟s evaluation and approval. The City‟s evaluation will include consideration of, but will not be limited to, features such as
sign material, shape, location, total size, size in proportion to signs on adjacent and nearby properties, and integration with the
design and style of the structures. In addition, multi-tenant signs are encouraged to help reduce the number of signs within a
commercial development.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 37
Commercial Building Articulation.
Building design is an important component of the
appearance of the commercial corridor. It is a major
element contributing to corridor identity and character.
Although it is not necessary for all projects along the
length of a corridor to have the same architectural style,
the architecture of each project should accomplish the
following:

Help create an identity for the project,

Reflect the character of the community, and

Enhance the image of the corridor.
The architectural appearance of a building is related to its shape, roof design, window and door treatments, porches, and the
number of surface planes created. For example, flat roofs are unattractive as compared to roofs with slope. The corridor
regulations should encourage articulation in the structures. Square buildings with straight, box-shaped storefronts should be
discouraged.
The following architectural features should be addressed in the corridor design standards.

Except in primarily pedestrian oriented or
downtown areas where buildings would be
located close to the sidewalk, two-story
structures should be prohibited within the
first 100 feet of any lot. It is important to
maintain the scale and aesthetic character of
the corridor.
Lack of Articulation:
Even extensive treatment
of landscaping, awnings,
and other frills cannot
overcome a structure that
has no variety in its
horizontal and vertical
surfaces.
Multi-story structures set
close to the corridor tend to disrupt the
visual effect of the landscaping and other
aesthetic treatments applied throughout the corridor.

All exterior surfaces of structures are limited to brick or stone (masonry as defined by the Zoning Ordinance).
Concrete block and stucco are prohibited unless specified by policy. However, allowances may be made to permit the
use of wood, glass, or other material, when that material completes the architectural theme of the structure. Use of
these materials must be specifically approved by the appropriate review authority.

The structure should include articulation in the walls and roof design. Single, uninterrupted surface-planes should not
be permitted. The roof of the structure may be a flat roof construction, but must provide a variation of the roofline,
which may include a pitched roof for architectural relief.

Coordinated awnings, signage, window treatment, and/or other similar building components should be encouraged in
order to establish a coordinated theme and project identity. Surface relief produced by changing the material and color
of brick and stone can add to the appearance and create variations that may not be as pronounced as they actually are.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 38
Articulation provides a break in the
horizontal and the vertical surfaces of
the structure. In addition the cured
entry treatment adds to the diversity
of the structure.
Accents provided by varying the stone
material and pattern add to the
diversity of the structure. Accents
around the windows and on the
corners cause the eye to perceive
articulated surfaces.
Building Exterior Construction.
The material used for building construction shall be compatible with native material. Brick and native stone, and rock are
strongly encouraged. The use of wood as trim for doors and windows is an appropriate application of natural materials. Hightech glass buildings, although architecturally acceptable in most areas, does not lend itself well to the rural context of Granbury.
Glass and other materials may be utilized in moderation to enhance and accent the native materials common to Granbury .
Green Building Practices
Positive building practices relative to the protection and enrichment of the environment is an integral part of responsible physical
growth. These practices enhance compatible placement of land uses and further the goal of sustainable growth, conserving our
natural resources. This has recently become to be referred to as “green building.” Many communities have recognized that
requiring commercial and residential projects to incorporate green building measures into their policies and codes is an
appropriate method to achieve public health and welfare benefits. The purpose of incorporating green building principles into
design, construction, and maintenance of structures include:
Encourage resource conservation,
Reduce waste generated by construction projects,
Increase energy efficiency, and
Promote the health and productivity of the population
In recent years, green building design, construction and operational techniques have become increasingly widespread. Many
homeowners, businesses, and building professionals have voluntarily sought to incorporate green building techniques into their
projects. A number of local and national systems have been developed to serve as guides to green building practices. The U.S.
Green Building Council, developer of the Leadership in Energy and Environmental Design (LEED™) Green Building Rating
Systems and LEED™ Reference Guide, has become a leader in promoting and guiding green building. Codes and policies based
upon meeting the criteria presented in the LEED™ system have been successful in evaluating residential green building projects
and should be considered valued design and development practices in the City of Granbury.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 39
Chapter 6 - Thoroughfares
Introduction
Transportation planning is an integral part of the City of Granbury Comprehensive Plan. Movement of people and goods within
the City and the surrounding area is an important function. Such movement is dependent upon the arrangement and condition of
local streets and Highways. As the city changes, the thoroughfare system must be capable of adequately handling traffic
movement in a safe and efficient manner. The City of Granbury Thoroughfare Plan is coordinated with the Future Land Use Plan
and provides the tools to develop a transportation system that can accommodate the needs of existing and future land uses.
The primary form of transportation in the City of Granbury is the automobile. For this reason, the transportation element of the
Comprehensive Plan is focused on a system of public roadways, designed to expedite traffic movement and enhance safety. The
Thoroughfare Plan also includes recommendations for developing alternate modes of transportation within the city, as well as
recommendations to create a continuous process of planning, implementation, monitoring, and evaluation to assure that the
mobility needs for citizens of Granbury will be met as development occurs.
The Thoroughfare Plan should enable the City to implement a systematic process of upgrading and developing thoroughfares in
accordance with the City's Future Land Use Plan.
This process should include an evaluation of proposed thoroughfare
development regarding compliance to the Thoroughfare Plan; preparation of route studies once a proposed thoroughfare has been
determined to be in compliance with the Thoroughfare Plan; and preparation of engineering designs once routes have been
established.
Definitions
A number of terms used throughout this chapter are defined in order to provide an understanding of existing and future
transportation needs. These terms include the following:
Functional classification -The roadway classification system is intended to categorize streets by function for the purpose of
clarifying administrative and fiscal responsibility. A complete circulation system provides separate facilities for the movement,
transition, distribution, collection, access, and termination of trips. State Highways and primary thoroughfare streets handle
principal movement functions. Farm to Market Roads and minor thoroughfare streets handle major cross-town movements, but
sustain a lower volume of traffic. Collector streets serve to gather traffic from local streets and feed into the thoroughfare street
system and to provide access to commercial and industrial areas. Local streets provide direct access to adjacent property.
Capacity -The capacity of a roadway, as defined by the Highway Capacity Manual, is the maximum hourly rate at which vehicles
can reasonably be expected to traverse a point or section of a roadway during a given time period under prevailing roadway,
traffic, and control conditions. Roadway conditions refer to the geometric characteristics of the street such as type of facility,
number and width of lanes, horizontal and vertical alignment, and design speed. Traffic conditions refer to the type of vehicle
mix and the distribution of vehicles in available lanes. Control conditions refer to the types and specific design of traffic control
devices such as traffic signals, signs, and turn restrictions. Other factors that affect the capacity of a roadway include weather
and driver characteristics.
Traffic Volume -Traffic volume is a measurement of the total number of vehicles that pass a given section of a roadway during a
given time period. Volume is generally expressed in terms of annual, daily, or hourly rates. Traffic volumes vary by the time of
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 40
day, day of the week, season, and month. Annual average daily traffic (AADT) is the average daily traffic on a roadway,
averaged over a full year, and is often used in travel forecasting and planning. Within this report, the term vehicles per day (vpd)
is used to reflect traffic counts made over a 24-hour period that have not been converted to annual average daily traffic and, thus,
may not account for daily, weekly, or seasonal variations.
Through Traffic -This term is used in two ways, depending on the particular discussion: 1) to identify trips that do not have a
local destination and 2) to identify trips that may have a local destination, but are traveling through a particular section of the city
(i.e. trips using Pearl Street to travel through the courthouse square from the east side of Granbury to the west side of Granbury).
Existing Conditions
Thoroughfare Constraints
Although the City of Granbury is centrally located in Hood County, access to and around Granbury is severely limited by Lake
Granbury, the Brazos River, the BNSF railroad and the topography of the surrounding countryside. Lake Granbury is a long,
narrow lake over twenty-six miles long and only 4,000 feet wide at the widest point. This meandering lake follows the bends of
the former Brazos River and creates a major impediment to the movement of traffic in the county and around Granbury. US
Highway 377, Business 377 and Farm to Market Road 51 (FM 51) are the only Highway bridges crossing Lake Granbury. The
nearest bridge to the north is FM 2580, from Thorp Springs to Weatherford, crossing the Brazos River approximately 11 miles
upstream from the FM 51 bridge. US Highway 67, from Cleburne to Glen Rose, is the bridge to the south, crossing the Brazos
River approximately 45 miles downstream from the US Highway 377 Bridge. There is a restricted access roadway across the
Lake Granbury dam approximately 13.8 miles downstream that is not open to the general public and therefore does not contribute
to the circulation of traffic around Hood County. The lack of bridges forces all traffic to travel along US Highway 377 through
Granbury to the west and east. The BNSF railroad track creates an east-west barrier to roadway connections north and south.
There are currently no roadway/railroad grade separations within Hood County. The railroad track has two at-grade roadway
crossings east of Granbury and four at-grade roadway crossings in Granbury. As traffic volumes increase, grade separated
roadway crossings will need to be considered. Topography to the southwest of Granbury creates challenges when attempting to
construct a uniform roadway network. Comanche Peak rises 500 feet above the surrounding countryside. The ridges and gulleys
radiating from the peak form a rugged terrain for roadway construction.
US Highway 377
As stated above, all traffic must travel US Highway 377. The by-pass to the south of the original downtown area of Granbury
was constructed by the Texas Highway Department (now the Texas Department of Transportation, TXDOT) roughly the same
time as the river was being dammed to create the lake. Originally, US Highway 377 provided non-stop through access with a
grade separation "Y-intersection" at Business 377 at each end and a grade separation with S.H. 144 to the south. Now, several
traffic signals regulate the traffic flow along US Highway 377. The eastern portion of US Highway 377 suffers from numerous
individual driveway access points directly onto the Highway. This slows traffic flow and increases the probability of traffic
accidents. Most of the central section of US Highway 377 from the eastern "Y' to the lake bridge has frontage roads to minimize
the individual access drives and concentrate left turn movements. The western section of US Highway 377 has topographic
limitations for access and a grade separation at F.M. 51.
Business 377 (Pearl Street)
Originally, US Highway 377 crossed the Brazos River and went through the south side of the courthouse square. The city was
high on the bluff overlooking the bend of the river and traffic converged on the square to either continue west on U .S. Highway
377, turn north onto FM 51, or turn to the south on S.H. 144. With two stop signs on the square and the availability of the byCITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 41
pass, this is no longer the major traffic route for vehicles traveling to the west or to the south. Business 377 also provides
primary access to the retail and office uses around the courthouse square. Other local businesses and several schools are along
Business 377.
State Highway 144 (Morgan Street)
Just as US Highway 377 provides the connection between Fort Worth and Stephenville, State Highway 144 connects Granbury to
Glen Rose. Due to the limited number of bridges across the lake/river, this north-south Highway connection has always been
important. The section of SH 144 within Granbury is also known as Morgan Street. SH 144 has a grade separation bridge over
US Highway 377 with on/off ramps for controlled access. Now, as the population of Granbury and Hood County grows, it
becomes even more important to the circulation system.
Loop 567 (Northwestern Loop)
The northwestern section of the loop connects North FM 51 to US Highway 377 on the western side of town. This section
intersects with Lipan Highway (FM 4) and has a grade separation crossing at the BNSF railroad west of the Granbury Airport.
Although the extension of Loop 567 in the eastern quadrant, crossing Lake Granbury to the north would be strategically
desirable, the physical and financial limitations make this possibility remote and as a result, future plans have removed that
consideration. However, the benefit of such a connection may still be addressed by considering alterations in lanes and
designations of other thoroughfares located north of Lake Granbury.
Farm to Market Roads
Two Farm to Market (FM) roads intersect in Granbury, forming the spokes of a radial roadway system with the Granbury
courthouse square as the hub. FM 4 connects the southeast to the northwest. FM 4 connects Cleburne and Acton to Thorp
Springs, Lipan and Palo Pinto. FM 4 meanders through the countryside and along the banks of the lake with single-family
residential dwellings and commercial businesses fronting directly on the road. Lipan Highway is identified as the northwest
section of FM 4. FM 51 also meanders in a north-south direction between Weatherford and western Somerville County. The
northern section of FM 51 is known as Houston Street and the southwestern section of FM 51 is known as Paluxy Road. FM 167
also passes through the city limits and ETJ along the eastern extension of the City. FM 167 also provides an alternative route to
the unincorporated settlement of Acton. These Farm to Market roads are experiencing increases in vehicle trips per day. These
"country roads" are now functioning as major or minor arterial streets even though they only carry two lanes with minimal
shoulders.
Collector Streets
The central part of Granbury is laid out in a traditional grid pattern with all of the streets being of the same pavement width and
having the same block spacing. Yet, certain streets carry more traffic and function as collector streets. Crockett Street and
Bridge Street parallel Houston Street and Pearl Street and both function as collector streets. These streets frame the courthouse
square. Travis Street/Thorp Springs Road functions as a collector street and connects with an at-grade railroad crossing. Other
existing streets that have been identified as collector streets include: Elizabeth, Park, Moore, Rucker, Crossland, Waters Edge
Drive, Old Cleburne Road, Davis Road, Hill Blvd., Harbor Lakes Boulevard, Crawford Ct, Cleveland, and Old Granbury Road.
Many of the surrounding lake developments were designed with one central entry road and various residential streets with lake
lots taking access from the collector street. The collector streets in many of these lake developments were constructed to only
serve the individual development. Nevertheless, these streets function as collector streets and should be dealt with at that level.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 42
Most of the developments are outside the city limits in the ETJ. Some of the lake development collector streets that have been
identified are: Spanish Trail, Ports O'Call, Western Hills Trail, and Rock Harbor Drive.
Bicycle and Pedestrian
The pedestrian and bicycle pathway network has expanded to include the Moments-In-Time Hike & Bike Trail. The trail is an 8‟
wide concrete trail traversing 2.17 miles from the City of Granbury Airport to Lambert Branch Park, north of the Historic
Downtown Square. Parking locations and restroom facilities are located along the trail, as well as rest stop areas with plaques
displaying interesting facts about the City.
The east and south sidewalks within the square have been improved and designed to replicate stamped paver stones. Other than
the Moments-In-Time Trail, bicycles must share the right-of-way with motorized vehicles (cars, trucks, RVs, commercial
delivery trucks, semi-trailer trucks and tour buses) within the City.
Street Functions & Classifications
Streets located within municipalities generally vary in size, number of vehicle traffic lanes and design requirements. This Plan
has categorized Granbury's streets according to the Standard Street Classification System used by the Texas Department of
Transportation. Each type of roadway in the classification system has right-of-way widths, lane widths, number of lanes, and
medians appropriate to the traffic and speed required of the street. The table titled Summary of Street Classifications provides the
following information in tabular format. Boulevard entrances with landscaped medians into larger scale residential and
commercial developments are strongly encouraged. Their corresponding template design may also be found the Summary of
Street Classification below.
Freeways
Freeways consist of controlled limited access roadways with divided lanes for directional traffic. Freeways are designed to move
high volumes of traffic, typically in excess of 40,000 vehicles per day, with maximum efficiency. Freeways generally have 4 to 8
lanes and require 250 to 500 feet of right-of-way. They do not provide direct access to adjacent property. Main lanes are grade
separated at intersections with arterial roadways. Service roads may be provided along the freeway to facilitate access to and
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 43
from the main lanes and to provide access to adjacent property. There are no existing freeways in Granbury today and no
freeways planned for the immediate future.
Primary Thoroughfares
Primary thoroughfares are designed to serve major traffic movements by carrying large volumes of traffic across or through the
city as efficiently as possible. These roadways are continuous in length, connect with freeways, and serve major traffic
generators. Typically, primary thoroughfares are spaced two to three miles apart. They are designed to carry 10,000 to 40,000
vehicles per day, requiring four to six lanes. Access management is essential to ensure maximum operating efficiency of the
roadway. However, because commercial development generally occurs along thoroughfare streets, control of access is often
difficult to achieve. Intersection spacing intervals is greater than a one-fourth mile. Intermediate, non-signaled access points and
median breaks should be avoided. To facilitate the flow of traffic, designated turning lanes and acceleration/deceleration lanes
may be required in areas of commercial development. U. S. Highway 377 is the only primary thoroughfare in Granbury at this
time.
Secondary Thoroughfares
Secondary Thoroughfares are usually designed as four-lane roadways. Farm to Market roads fulfill this function in Granbury.
They are either divided or undivided, and designed to connect the primary thoroughfares and provide system continuity.
Generally, secondary thoroughfares are spaced at approximately one-mile intervals and define the limits of a neighborhood.
They are designed to carry traffic volumes of 10,000 to 15,000 vehicles per day, and like primary thoroughfares, direct access
should be limited. Intersections should be spaced at intervals of no less than one-fourth of a mile. Intermediate access points for
public streets or private driveways should be avoided. Business 377, FM 4, FM 51, and FM 167 are examples of secondary
thoroughfares in Granbury.
Collector Streets
Collector streets are intended to serve internal traffic movements within an area and carry traffic from local streets to the arterial
network. Generally, collector streets are designed with two lanes between 1 and 1/2 miles in length and carry traffic volumes
between 1,000 and 10,000 vehicles per day. Collector streets are located to provide access to the local street system in a
neighborhood and be curvilinear in design in order to discourage through traffic. Typically, they include two traffic lanes and
two parking lanes and are less than one mile in length.
Further definition of collector streets may be accomplished by addressing the specific characteristics of “Commercial/Industrial”
collectors and “Residential” collectors. These roadways, although both designated as collectors, provide different functions. The
commercial/industrial collectors are not necessarily defined by the quantity of traffic as much as the type of traffic.
Commercial/industrial collectors receive a higher proportion of large truck traffic. These roadways must be constructed to
greater standards to weather the greater loads that cause wear and tear on lesser streets. In addition, the turning radii and width of
lanes should accommodate the needs of trucks towing lengthy trailers. Therefore, these streets will often require wider streets
than the quantity of traffic usually defines.
The residential collectors are more designed for quantity of traffic and function. These residential streets serve the purpose of
collecting interior traffic in a neighborhood and funneling it to the thoroughfare streets. Because they receive a larger portion of
neighborhood traffic, they must be designed for both increased loads and safety. Residential collectors should be relatively free
of automobiles parked on the roadway and should, if at all possible, restrict the access of private vehicles to residences from the
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 44
thoroughfare. That being the case, residential subdivisions should be designed to avoid any direct access to residential properties
from the collector.
Local Streets
Local streets provide access to residential property and feed the collector street system. Local streets typically carry less than
1,000 vehicles per day. Streets are two lanes or less and should be designed to discourage any type of through traffic movements.
This is accomplished by curvilinear arrangement, the incorporation of loops and cul-de-sacs, or both. The following street
extensions are planned local improvements to provide for mobility and access enhancements. The Plaza Boulevard extension
will continue from south of the Highway/Business 377 split eastward to Acton Road. The extension of Hill Boulevard allows
access from Avalon Boulevard westward across Highway 377 to Waters Edge Drive. The Overstreet Drive extension will travel
southeast and connect to Granbury Lake Drive.
Summary of Street Classifications
Thoroughfare Plan
The City of Granbury has classified its streets as residential streets, collector streets, secondary and primary thoroughfare. The
proposed thoroughfare plan network is shown on the Thoroughfare Plan Map.
Thoroughfare Improvements
The Thoroughfare Plan proposes improvements to the transportation network in order to relieve existing congestion, allow for
traffic increases and to facilitate the expedient flow of goods, people and vehicles throughout the City of Granbury. The first four
major thoroughfare improvements relate to the development of a Highway loop around the City of Granbury. The loop will be
approximately five (5) miles across with roughly a two and a half (2.5) mile radius around the courthouse square hub. The loop
will connect the Highway spokes throughout Hood County and reduce vehicle trips through the courthouse square.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 45
Northeastern Loop
This section of the loop will connect East Business 377 to North FM 51. The Highway will split to the north from Business 377
immediately north of the Pearl Street Bridge. This section will also have a grade separation with the BNSF railroad track. The
Northeastern Loop will follow the alignment of Stockton Bend Road and provide improved access to the area between FM 51
and the lake.
Eastern Loop
The Eastern Loop is a major connection between the Northwestern section of Loop 567 and US Highway 377. The Eastern Loop
would traverse along Reed Road, Meander Road and SH 167 N. The Eastern Loop would tie N. FM 51 to US Highway 377 and
would consist of widening and improving existing roadways.
Southwestern Loop & Southern Loop
These two sections of the loop around Granbury have been on the thoroughfare plan for several years. These sections will
connect West U.S .Highway 377 to South FM 51 (Southwestern Loop) and South FM 51 to South SH 144 (Southern Loop).
Both of these sections will cross several drainage ways and some rough terrain on the northern edge of Comanche Peak.
Alignment studies should be done to determine the optimum route to protect the corridor from uncontrolled development in the
county.
Southeastern Loop
This section may have the largest demand, yet, it will be challenging to construct through existing subdivisions outside the
incorporated boundary of the City of Granbury. This connection from East US Highway 377 to South SH 144 will require a new
bridge across the lake. Two routes are currently proposed. One proposed route will cross FM 4 along the southern boundary of
the former Leonard Scout Reservation (Longhorn Council, Boy Scouts of America) and span the lake to Ports 0' Call Court. The
second route will traverse Mambrino Highway and cross the lake at the steam plant. The route will continue north and intersect
US Highway 377 at N. FM 167. The section will continue through the Island Village Subdivision and along side Indian Harbor
Addition to SH 144.
FM 51 and SH 144 Connection
The other major thoroughfare improvements relate to the development of the loop, but this connection would extend Morgan
Street (SH 144) to the north across the BNSF railroad tracks and connect with FM 51 in the vicinity of Moore Street. Alignment
studies need to be done to select an optimum route through the school properties.
US Highway 377 /Business 377 Interchange Improvements
The "Y" interchange where Business 377 splits to the north towards the courthouse square from the US Highway 377 by-pass has
served Granbury for many years but is in need of improvement. The traffic volumes and traffic accidents have substantially
increased. TXDOT will include the review, evaluation, redesign and reconstruction of the "Y" interchanges at both ends of town.
Pedestrian & Bicycle
Pedestrian and bicycle transportation are often forgotten as viable modes of travel in today's mobile society. In order to provide
for easy and safe pedestrian and bicycle travel, sidewalks, pathways, and crosswalks should be required to be included in all
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 46
future development plans. This type of access is needed to commercial centers, along arterial streets and between residential areas
and schools. By requiring appropriate infrastructure for pedestrians in new developments, and retrofitting existing developed
areas, traffic and parking issues may be lessened in intensity, and quality of life may be improved. The City may also wish to
provide bicycle racks or covered storage areas in public facilities. The development of the "Moments-In-Time Hike & Bike
Trail", and its future extensions to all parks and schools in the city, will be a good pedestrian path alternative to the automobile
transportation.
Mass Transit- Bus & Train
Although the City of Granbury does not currently have local bus or passenger train service, the city should monitor the needs for
different types of mass transit service in the future. The Fort Worth & Western Railroad (Tarantula railroad) provided limited
passenger train service between Fort Worth and Granbury for several years. Although they have no immediate plans to reinstitute the passenger service, the option is still available. Charter bus services through various travel agencies are fulfilling this
role at the present time.
Protecting the Capacity of Streets
Funding for thoroughfare construction and improvements represents a major public investment. In the past thirty years, federal
and state funds have been widely available to assist cities in building and maintaining an efficient and safe system of Highways
and arterial roadways. Today however, funding from federal and state sources is becoming increasingly harder to obtain as more
and more projects compete for limited dollars. As a result, it is important for the City to implement policies to protect the
capacity of their major streets. The City should consider all funding options, including bonds, general funds, grant programs, and
private developer participation.
Roadway capacity is a function of the number and width of lanes, design speed, horizontal and vertical alignment, type and
number of traffic control devices, and access and turning movements. Capacity can best be preserved by limiting access points
through subdivision and development ordinances, prohibiting left turn traffic movements by restricting the number of median
breaks, and requiring acceleration/deceleration lanes at high volume commercial driveways.
Ideally, no direct access should be allowed onto thoroughfare and major collector streets except at intersections. Developments
should provide access via local streets that intersect the thoroughfare and collector roadways. A minimum frontage requirement
should be set in order to limit curb cuts in corridor commercial and industrial developments. Individual developments should be
limited to one curb cut. The review process for site plans is an appropriate time to include consideration of cross access and
driveway approach restrictions for site-specific developments.
Policies limiting access have often proven difficult for cities to implement. It is especially difficult to implement access
management when improvements are planned along roadways where developments have existing driveways. Under these
circumstances, the City must often wait for redevelopment to occur before the desirable changes can be made. The City of
Granbury should continue to explore access management strategies that have been successful in other areas.
Street Improvement Program
The City of Granbury currently identifies necessary roadway improvements for inclusion in an ongoing Capital Improvement
Program. Refinement of the current process by using a systematic street evaluation process will assist the City in maximizing the
street improvement needs with the available sources of funding. A Street Improvement Program provides a systematic process
for street reconstruction and maintenance.
This program should be incorporated into the current street construction and
maintenance efforts. The Street Improvement Program includes the following:
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 47
Thoroughfare Street Needs - Implementation of a City-funded program to meet thoroughfare street improvement needs
through the year 2015. This program would support TXDOT efforts within the City as well as provide funds for
thoroughfare improvements for which the City has sole responsibility.
Street Reconstruction and Maintenance - Implementation of a ten to fifteen year street reconstruction and maintenance
program that will bring Granbury‟s street system to a satisfactory level of serviceability throughout the life of the
program. It should include a uniform program of maintenance and reconstruction after the fifteen years to maintain the
City's street system in serviceable condition for the foreseeable future.
Design Standards and Access Management - Strengthening of ordinances to require adequate street widths and to assist
in managing access on arterial and major collector streets during development and redevelopment.
Transportation Planning and Monitoring
The relationship between land use and transportation is well documented. Development creates the desire for access to the
developed area for specific activities such as shopping, recreation, or employment. Access is provided through the transportation
system. In addition, the thoroughfare system provides the basic framework for future growth in undeveloped areas of the city.
An improvement or extension of the transportation system will often induce development in the improved area.
The
transportation planning process must continue to monitor existing and proposed land use as well as population, employment, and
socio-economic characteristics to identify current and anticipated transportation needs.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 48
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 49
Chapter 7 - Parks & Open Space
Introduction
The City of Granbury's Parks and Open Space Master Plan was adopted by resolution in 2000. Details can be found in the Master
Plan, which is available at City Hall.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 50
Chapter 8 - Municipal Facilities
Introduction
Municipal facilities are designed to provide the citizens of Granbury with adequate facilities and staff to service the community
in the areas of fire protection, policy services, city government, cultural growth, and community assembly. These uses are
considered public land uses, which include municipal, county, and state governmental facilities. The Granbury Independent
School District (GISD) is a separate single purpose governmental entity that serves much of the same population with educational
services. Since the GISD is a separate and equal local governmental entity, the schools facilities are not included in this chapter.
The following section describes the existing condition of municipal facilities within Granbury and provides recommendations for
improvements to those facilities. A significant portion of the information on the existing facilities and their condition was taken
from the Comprehensive Land Use Plan prepared by MPRG, Inc. in November 2001. The basic data collected and documented
by this previous planning effort is still valuable information resource that can be used to assist the City in future improvement
plans.
Granbury currently occupies approximately 79,000 square feet among city administration, services, and fire protection facilities.
An examination of existing facilities was performed to assess age, condition, use and potential on each of the existing city
facilities. The results of these preliminary facility surveys are provided below.
The City of Granbury has grown significantly in the last decade, since many of the existing facilities were constructed. The past
growth along with projected future growth continues to demand additional and upgraded facilities. New and enlarged facilities
will be required for police, fire, services, utilities and recreation.
Existing Municipal Facilities
City Hall & Police Station
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Prior use:
Expandability:
116 W. Bridge St.
Approx. 27,000 sq. ft.
Good
2002
Natural stone over metal stud
City Hall/Police Dept.
new construction and occupation
Designed to accommodate growth with available shell space on 2nd floor
City Services Building:
Location:
400 N. Park St.
Size:
Approx. 23,000 sq. ft.
Condition:
Good
Date of Construction: 1989
Current Use:
City Services & Maintenance & Purchasing Warehouse
Prior use:
None
Expandability:
Opportunities are possible
Note: Possible use for future recreational facility of new services center were to be
constructed at another location other than City Park
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 51
Convention Center:
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Prior Use:
Expandability:
621 E. Pearl Street
Approx. 11,800 sq. ft.
New
2008
Natural stone over metal frame
Convention Center, Municipal
None
Limited possibilities
Fire Station #1
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Prior use:
Expandability:
1701 Pearl St.
Approx. 6000 sq. ft.
Good
1983
Pre-Engineered Metal Building
Volunteer Fire Station
None
Opportunities are possible
Fire Station #2
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Expandability:
501 Whisper View Dr.
Approx. 4500 sq. ft.
Good
1993
Pre-Engineered Metal Building
Volunteer Fire Station Prior use: None
Opportunities are possible
Fire Training Facility
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Prior use:
Expandability:
500 Howard Clemons Rd
4200 sq. ft. building on 9 acres
Good
1994
Pre-Engineered Metal Building
Volunteer Fire training facility
None
Opportunities are possible
Train Depot
Location:
Houston St. & Ewell St.
Size:
Approx. 800 sq. ft.
Condition:
Restored in Good Condition
Date of Construction: 1914 -recently restored
Type of Construction: Brick with Tile Roof
Current Use:
Museum
Prior use:
Train Depot
Expandability:
Limited possibilities
Note: Has been initially considered as a site for possible city tourist center
Old Light Plant (Lambert Branch Park)
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Prior use:
Expandability:
Ewell St. & N. Brazos
Approx. 1800 s. f.
Fair
1904
Brick with Metal Roof
Museum and Pump Station #1
Old City Light Plant
Opportunities are possible
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 52
City Beach Park (Concessions. Restrooms and Pavilions)
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Prior use:
Expandability:
East Pearl St. and waterfront
Approx. 7500 s. f.
Good
2008
Natural Stone over Pre-Engineered Metal Buildings
Recreational
Bait Shop/Concessions & Boat Storage
Opportunities are possible
Pearl Street City Park (Concessions. Restrooms and Pavilions)
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Prior use:
Expandability:
Park St. and Pearl
Approx. 33 acres
Renovations are on going
1953-1955 1st Construction, Additional construction/expansion in 1995
Various types
Baseball, Soccer, Swimming, and general recreation
N/ A
Opportunities are possible
Swimming Pool
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Prior use:
Expandability:
Park St. in Pearl Street City Park
Approx. 2000 s. f.
Good
1998
Split Face CMU with Metal Roof
Pool, Concessions & Toilets
N/A
Opportunities are possible
Town Square Toilet Facilities
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Prior use:
Expandability:
Bluff St. & Crochet St. (1 block off Square)
Approx. 1150-1200 sq. ft.
New construction
1999
Rock
Toilets to serve Square
N/ A
Opportunities are possible
Municipal Airport
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Prior use:
Expandability:
W. Pearl & Howard Clemmons Rd.
74 acres
Good
1968-1981-2000 (New terminal building)
Pre-Engineered Metal Buildings
Hangars
None
A Master Plan has been adopted to include a 5300 ft. runway as well as expand available hangers.
Existing Utilities
The utility systems that support the city of Granbury will ultimately affect the ability of the city to support its growth potential.
Each of the major utility systems was reviewed through study of available drawings and discussions with city services personnel.
The following notes are provided for each of the systems analyzed.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 53
Water System
Water Treatment Plant -Pump Station #3
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Prior use:
Expandability:
1440 E. Pearl
Approx. 1200 sq. ft.
Good
1984 -Expanded 1999
Pre-Engineered Metal Building
Water Treatment Plant
N/A
Opportunities are possible
The City of Granbury pays for a raw water allotment from the Brazos River Authority of 10,808 acre-feet/year (9.7 MGD)
whether it is used or not. The average water rate for Granbury is $6.61/1000 gallons. This relatively high cost is due to the cost of
desalinization required for surface water from Lake Granbury.
There are currently 33 wells online and one under construction. The combined capacity of the 23 existing wells is 7 MGD. Each
has a typical capacity of 30-50 gpm with wells in the Stroud Creek well field producing higher yields.
Granbury also has the capability to supply potable water from the Surface Water Area Treatment Systems (SW A TS), of which
Granbury is a participating partner. SW A TS is an arm of the Brazos River Authority .The SW A TS treatment plant is a
desalination surface water treatment plant using raw water from Lake Granbury. Granbury's allotment from SW A TS is 1.7
MGD. The City also has the ability to produce 0.5 MGD with its own EDR plant, which also desalinates the lake water.
Granbury currently has 4300 customers and 4000 water meters. The Texas Department of Health requires that a production
capacity of 0.6 gprn/connection be provided. At 4300 customers, Granbury has a production capacity of 0.6 gprn/connection.
The following is a list of water storage facilities in Granbury.
Ground storage
City warehouse on Brazos Street
100,000 gallons
City warehouse on Brazos Street
144,000 gallons
City Park
100,000 gallons
Water Treatment Plant
400,000 gallons
Camp Leonard Boy Scout Ranch
1,000,000 gallons (operated as an elevated tank due to overflow elevated
K2
1,000,000 gallons
Walnut Creek
400,000 gallons
Airport
62,000 gallons
Meander
62,000 gallons
Matlock
62,000 gallons
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 54
Elevated Storage
Gifford Street
100,000 gallons
Knox Ranch
1,000,000 gallons
East Elevated
500,000 gallons
Based on requirements for elevated storage established by the State Board of Insurance, Granbury's available storage capacity of
3,930,000 gallons represents service capacity for a population equivalent of 38,475 persons.
In general, the condition of the Granbury distribution system is thought to be good. There is a current water main replacement
program that corresponds to street renovations. Considerable sections of the system have been replaced. There are some sections
of small diameter galvanized water mains and some sections of asbestos cement pipe which are still in service and are somewhat
troublesome.
Wastewater System
Sewage Treatment Plant
Location:
Size:
Condition:
Date of Construction:
Type of Construction:
Current Use:
Prior use:
Expandability:
Cleburne Rd. near Waters Edge
Good
In 1985 and again in 2000
Extended Aeration
N/ A
Not possible
The wastewater system is a more complex issue from the overall system planning aspect. There is currently a regional planning
study underway for Hood County that includes all of the Granbury extra-territorial jurisdictional boundary. No results are
available from this regional study.
The existing wastewater treatment plant is located southeast of Lake Granbury and has a rated capacity of 2.0 MGD. There are
currently approximately 3,114 existing sewer customers in the city of Granbury. The new treatment plant is an extended aeration
facility with disposal of bio-solids by contract hauling.
Flow from the north and west of Lake Granbury is transferred to the site of the old wastewater treatment plant primarily by
gravity. The effluent lift station then pumps flow to the influent lift station which has been reconfigured to pump the sewerage
across the lake to the new WWTP.
The current average wastewater flow for Granbury is 1,100,000 GPD, which is 51% of the current plant.
There is a possibility that a new plant will be built within the next five years to provide the service for the growth in Granbury.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 55
Chapter 9 - Historic Preservation
Introduction
During the comprehensive planning process in 2001, another project was progressing concurrently, the preparation of a new
Historic Preservation Plan for the City of Granbury. The Preservation Plan was a separate document that followed the standards
of the Texas Historical Commission and was partially funded by a grant from the state. This chapter is a brief summary of the
methodology used, historic data collected, and the recommendations and implementation procedures resulting from the plan.
The Granbury Comprehensive Plan is the city's most important planning tool for future land-use and growth decisions made by
the community. Integrating historic preservation issues and concerns into the city's comprehensive plan demonstrates a strong
and meaningful public policy commitment to the preservation and economic re-use of historic resources and establishes
preservation as a priority of the community.
Preservation is an integral part of the city's housing, economic development and tourism programs. Granbury's 2001 Historic
Preservation Plan, with its historic overlay zoning, heritage tourism and education components, has helped serve to advance
Granbury's growth management and development goals.
Historic Background
As discussed in the brief history section of Chapter 1, the City of Granbury was organized as the county seat of Hood County. It
was located near the geographic center of the county on a heavily wooded bluff overlooking the Brazos River valley. The
original town of Granbury was surveyed and platted by A.S. McCamant into 20 blocks, a portion of which is now under the
waters of Lake Granbury. Each of the original 20 blocks, including the courthouse square, was 300 feet square.
The configuration of the Hood County courthouse square is defined as the Shelbyville style. The Shelbyville courthouse square
style was identified and named by E. T. Price. The design style has been traced to the prototype of Shelbyville, Tennessee. The
Shelbyville courthouse square lies in the center of a grid of square blocks, with streets intersecting at each corner, and lot lines of
the blocks facing the square oriented to the courthouse. This type of courthouse square was prevalent in Anglo-American
settlements. 62% of Texas courthouse squares are Shelbyville or a variant of the Shelbyville style. It is extremely popular due to
the simplicity of the plan. It was familiar to many settlers, easy to plat, caused no disruption to the predominate grid plan and
provided a central focus for the community. This central focus has both economic and symbolic significance. The square is the
focus for the daily conduct of business and government as well as the preferred location for special events and celebrations. The
Hood County courthouse square is so well preserved that it became the first Texas‟ town square to be listed in the National
Register of Historic Places.
A large public auction was held in 1871 to sell town lots. The first Hood County Courthouse and County Jail were erected
immediately adjacent to the courthouse square soon thereafter. A local sawmill supplied lumber for building homes by using
many of the trees that existed on the original 40 acres. The town's growth and prosperity led to the incorporation of Granbury as
a city in 1873.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 56
Preservation Plan Methodology
The first step in historic preservation is always research. The Historic Resources Survey, National Register of Historic Places,
Texas Historical Marker, Recorded Texas Historic Landmarks and other existing materials and publications were used as a basis
for historic research on the development of the City of Granbury.
Information from key community leaders, historical
organizations and public officials also supplemented the base data. Maps, plats and other materials obtained from the city and
other sources were reviewed to determine the areas for the intensive field survey efforts to identify and record significant historic
resources. The area surrounding the courthouse square was the primary focus of the 2001 Preservation Plan. The courthouse
square was listed in the National Register of Historic Places and was already protected by a historic overlay district defined in the
City of Granbury Zoning Ordinance. The surrounding area has a mixture of contributing and non-contributing structures that
needed to be researched and documented.
Mr. Ron Emrich of Urban Prospects, Inc. organized and supervised the preparation of the Preservation Plan with assistance from
Municipal Planning Resources Group, Inc. and Ms. Mary Saltarelli. The participants determined the limits of the intensive study
and documentation area.
The historic preservation survey team traveled each city street within the intensive study area to identify the structures erected
prior to 1957. Each structure‟s address, location and building type was recorded. The information was supplemented with
photographic documentation and brief written evaluations of the property's physical appearance, including construction materials,
number of stories, plan type, stylistic details and general condition.
There are many scattered older homes throughout the City of Granbury. The baseline year for being considered "historic" is
defined as construction prior to 1957. The structures must be a minimum of fifty (50) years old to be considered as a contributing
structure to the historical integrity of the city. Many of the older homes have been modified significantly. Changes to the
exterior of these homes have altered the original architectural style of the buildings. Homes with significant modifications are
not considered as contributing structures, although they may be older than other homes included.
When the fieldwork was completed, the surveyed properties were assigned a preservation priority rating. Based on their
architectural integrity and historical associations, documented sites were categorized on the basis of the following criteria:
HIGH PRIORITY -Contributes significantly to local history or broader historical patterns; is an outstanding or unique
example of architecture, engineering or crafted design; and retains a significant portion of its original character and
contextual integrity.
MEDIUM PRIORITY -Contributes to local history or broader historical patterns, but alterations have diminished its
integrity; is a good but typical example of architecture, engineering or crafted design; is a good but altered illustration
of a common local building form, architectural style or type.
LOW PRIORITY -Typifies a common local building form, architectural style or type, with little or no identified historic
associations; is a moderate to severely altered resource that exemplifies a distinctive building type or architectural style,
or that has only minor historic significance.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 57
Findings of the survey were evaluated and analyzed to identify potential areas or concentrations of properties that would qualify
and be eligible for historic district designation within the survey area. While any potential historic district may include a few
modem intrusions or older properties retaining little or no integrity, boundaries of such possible districts must encompass the
properties that most clearly represent the historic character of the area. Boundaries will logically follow traditional lines defined
by geographical limits such as historic plats, streets, alleys or railroad tracks.
Recommendations were developed for future historic preservation efforts and how to systematically expand the historic inspired
and enhanced neighborhoods surrounding the courthouse square. The current documentation procedures used to identify and
record additional historic resources in adjacent areas or neighborhoods are critical to future preservation efforts.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 58
Historic Preservation Implementation Programs
Granbury Town Square Historic District
In 1972, the City of Granbury created the Granbury Town Square Historic District, protecting the historic integrity of the
buildings immediately surrounding the courthouse square. The extent of the historic district has been expanded and defined by
the Historic Overlays outlined in the Zoning Ordinance. The Preservation and Compatibility overlays extend north and east to
the incorporated boundary, west and south to SH 144 and the lake. Any modifications or alterations to existing structures in the
Historic districts must receive a Certificate of Appropriateness from the Historic Preservation Commission. Demolition, new
construction, landscaping, signs and merchandise displays within the historic district are included. The City of Granbury Historic
Preservation Commission has done an outstanding job of monitoring development in the historic area.
Individual Historical Markers
There are three levels of historical markers obtainable for individual properties or districts. A Granbury Historic Landmark is the
local designation. The existing designated Granbury Historic Landmarks are listed above. The Texas Historic Landmark is the
state designation. These historic markers can be designated for a subject/event or a historic property. There are approximately
65 Texas Historic Markers in Hood County. The Granbury Town Square Historic District, Wright-Henderson-Duncan House
and the Baker-Carmichael House are listed in the National Register of Historic Places, a national designation.
Existing Granbury Historic Landmark Structures
HL-1, Baker-Carmichael House, 226 E. Pearl, 1905
HL-2, J. D. Brown House, 118 E. Bluff, 1900
HL-3, James H. Doyle House, 123 W. Doyle, 1900
HL-4, Estes-Green House, 319 W. Pearl, 1911
HL-5, Hannaford House, 121 S. Lambert, about 1881
HL-6, Bowden-Kennon House, 505 W. Doyle, 1910
HL-7, H. E. Robertson House, 422 W. Doyle, 1909
HL-8, Daniel House, 107 W. Bluff, C. 1892
HL-9, Lees-Bryan House, 121 W. Bluff, C. 1890
HL-10, Holdemess-Aiken House, 321 W. Bridge, 1896
HL-11, Cogdell house, 616 Thorp Spring Road, 1907
HL-12, Walker House, 523 N. Crockett St., 1898
HL-13, Live Oak Tree, 305 E. Moore St.
HL-14, Live Oak Tree, 801 Lipan Highway
HL-15, Granbury Light Plant, 510 Ewell St., 1923
HL-16, Granbury News-Crockett-Crawford Building, 510 Ewell St., 1900-1909
HL-17, Brazos Drive-In Theatre, 1800 W. Pearl St., 1952
HL-18, Ratliff House, 1002 W. Pearl St., 1906
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 59
HL-19, Old Granbury Hospital / Granbury Opera House Dorm, 116 South Houston St., 1946
HL-20, Yeats Duke Cabin, 214 North Crockett St.,1858
HL-21, Granbury College President‟s-Peveler House, 801 Lipan Hwy, 1873
HL-22, Wright-Henderson-Duncan House, 703 Spring St., 1873
HL-23, Brazos Drive-In Theatre, 1800 W. Pearl St., 1952
HL-24, Smith-Savage House, 826 N. Thorp Springs Rd., 1892
HL-25, Rylee-Aiken House, 1500 Crawford Ct., 1856-1860
HL-26, Stringfellow-Gilmartin House, 322 W. Bridge St., 1916
City of Granbury Historic Zoning Ordinance
The City of Granbury Historic Landmark and District Zoning Ordinance (Ordinance #94-483) has recently been incorporated into
the City of Granbury Zoning Ordinance. The Ordinance is no longer a stand alone ordinance. This ordinance establishes the
Historic Preservation Commission, the city's historic preservation officer and the procedures for the designation of historic
landmarks and districts. The City of Granbury Zoning Ordinance has incorporated zoning overlay districts regulating historic
preservation.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 60
Historic Preservation Overlay District
The Historic Preservation Overlay District (HPO) provides a zoning designation for identifying and protecting structures and
sites of historic significance. This is an expanded area beyond the limitations of the immediate area surrounding the courthouse
square. The area regulated by the HPO is shown above. This area extends to the east on Pearl Street and Bridge Street. The
HPO extends to the west mainly along Bridge Street. There is a larger area to the south of the square overlooking the lake and
along Doyle Street to the west. There is also a separate HPO area north of the railroad tracks on Thorp Springs Road. In the
HPO district, no building permit shall be issued for construction until the Historic Preservation Commission has first issued a
Certificate of Appropriateness. The Certificate of Appropriateness shall be in addition to and not in lieu of any building permit
that may be required by any other ordinance of the City of Granbury.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 61
Historic Compatibility Over/ay District
In addition to the Historic Preservation Overlay district (HPO), the zoning ordinance creates a Historic Compatibility Overlay
District (HCO). The creation of a new Historic Compatibility Overlay District was implemented by the City to expand the
influence of the remaining historic structures on the surrounding neighborhoods. The area included in the Historic Compatibility
area is shown in this detail from the City of Granbury Zoning Map.
The purpose of the Historic Compatibility Overlay District is to promote development consistent and compatible with the
structures located in the Historic Preservation Overlay District. While not necessarily of historic significance, structures and sites
within the HCO district shall have construction and area requirements similar to and compatible with the standards provided in
the HPO district.
A Certificate of Appropriateness is not required prior to the issuance of a building permit in the Historic Compatibility Overlay
District. However, construction of new structures shall be compatible with the guidelines governing the Historic Preservation
Overlay District. The Community Development Director or his/her designee may choose to have the Historic Preservation
Commission review the application for compatibility prior to the issuance of a building permit.
New Construction Standards in Historic Overlay Districts
The architectural tone of the landscape located within Historic Overlay Districts generally reflects the history and traditions of
single-family residential construction in Granbury. Although commercial uses may be expected in some areas within the HCO
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 62
district, residential-type buildings are predominate. Therefore, new development should sensitively relate to the residential,
architectural, characteristics and traditions of Granbury.
Placement of a building shall fit within the range of the front and side yard dimensions seen among adjacent buildings
or block face in order for the new building to be placed in alignment with neighboring buildings.
Off-street parking should not interrupt the continuity of landscaped front yards and should therefore be placed at the
rear of the property or behind the building. Driveways shall be located perpendicular to the street to reinforce the
character of the landscaped front yards.
A building should be of appropriate human-scale, with mass and size similar to those in the adjacent block face or the
historic overlay district. The height of finished floor from grade should be similar to traditional houses in the vicinity,
and should be sufficient to suggest a traditional pier-and-beam foundation. The height of the cornice and the roof
ridge(s) should also fit within the range and dimensions of traditional or historic residences in the block face or district.
Roofs should have sloping forms, either hipped or gabled, with an eave overhang dimension that reflects traditional
roof conditions.
Exterior building materials shall reflect the traditional materials of similar buildings in Granbury: wood siding
(horizontal lap or novelty siding); limestone or field stone in traditional dimensions and tooling, or brick in traditional
dimensions.
New buildings facade organization should closely relate to surrounding or similar buildings. The spacing and size of
window and door openings should be similar to their historic counterparts, as should the proportion of window to wall
space.
Front elevations shall provide a one-story entrance porch scaled similarly to porches on nearby traditional residential
buildings. Porches should be designed in dimensions and proportions adequate to create usable space.
New designs should draw upon the traditions of historic styles in the community. They shall be seen as products of
their own time while being compatible with the historic environment of the block, neighborhood and community.
The design of signs and choices of exterior colors on new buildings shall be reviewed in consideration of consistency
with the Historic Preservation Guidelines.
Historic View and Scenic View Corridors
View corridors are a common provision of comprehensive plans. It is accepted that the preservation of scenic views whether
they are of historic significance or environmental significance are an important part of the preservation process. The City of
Granbury has both features that should be addressed. Lake Granbury and the surrounding shoreline bisect urban Granbury. The
tendency to construct structures adjacent to the lake to take advantage of this significant amenity is strong and pressing by the
development community. In addition, historic downtown Granbury, with the Hood County courthouse at its center, is comprised
primarily of single and two story structures, with the tallest feature being the courthouse dome.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 63
The Comprehensive Plan proposes to protect both features, the Lake and the historic downtown. The elevation of downtown
coming from the north on Pearl Street is especially suited for a view preservation corridor, since it rises from lake level to the
crest of the hill where the courthouse is located. Structures constructed along Pearl St. should be set back significantly from the
right of way to preserve the view into downtown as well as spaced such that maximum view of the Lake may be provided.
Similarly, the view of the Lake from U.S. Highway 377 is jeopardized by construction adjacent to the right-of-way. Future
construction should be such that the maximum view of the Lake is provided from development and does not block the view by
future development occurring between U.S. Highway 377 and the shoreline of the Lake.
The Courthouse must retain the dominant position in the downtown. Future construction within or near the downtown area
should not be of a height greater than the Courthouse. In addition, care should be taken to prevent the view of the Courthouse
from structures that currently have a view of the courthouse and historic downtown area. Action to preserve these views should
be focused on the downtown area with a radius of five to six blocks around the Courthouse, the Pearl Street Corridor, and the
U.S. Highway 377 Corridor.
City of Granbury Historic Tax Incentive Program
In 2007, the City of Granbury adopted Ordinance 07-234 which relates to a Historic Neighborhood Improvement Zone (HNIZ)
and a Neighborhood Empowerment Zone (NEZ). The Historic Neighborhood Improvement Zone is a historic tax incentive
program created for the purpose of preserving the City‟s unique and historic neighborhoods while encouraging property owners
to maintain and/or rehabilitate residences. The tax incentive program allows owners of historic residential buildings, either landmarked or located in the Historic Neighborhood Improvement Zone (HNIZ) and at least 50 years old, to receive a prescribed tax
exemption on qualifying expenses for up to 10 years when restoration / rehabilitation costs equal or exceed a select percentage of
the value of the building.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 64
The Neighborhood Empowerment Zone (NEZ) is geographically coexistent with the HNIZ. Owners in the NEZ who qualify for
tax exemption under any level will receive residential building permit fee waivers on any construction. Any preservation,
restoration, rehabilitation, or reconstruction shall receive applicable residential impact fee waivers.
Figure 9.3, Historic Neighborhood Investment Zone/Neighborhood Empowerment Zone
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 65
Chapter 10 - Future Land Use Plan
Introduction
Numerous factors must be considered when planning for the future development of a city. The first step in developing a plan for
the future is for citizens and city leaders to develop a set of goals and objectives. These goals and objectives are the foundation
on which the future development of the city is based. They compose an image of the city that residents desire at the point of
ultimate development. The Future Land Use Map indicates how the land in the City is planned to be utilized based on Granbury's
goals and objectives, as described in the Goals and Objectives chapter of this document.
Physical elements, including major roadways, railroads, floodplains and flood-prone areas also have an impact upon a city's
development. These physical features serve as barriers to growth and can be either naturally formed or man- made. A number of
physical features affect present and future development in Granbury and its extra-territorial jurisdiction. With careful planning,
potential problems may be turned into assets.
Finally, there are several general planning principles that must be considered when preparing a Future Land Use Plan. Nodal and
corridor commercial development forms and the residential concepts are the basis for land use configurations in the City‟s
Comprehensive Plan. These concepts are described in detail in the Planning Principles chapter of this document.
Physical Features
The Burlington Northern – Santa Fe Railroad, Lake Granbury and US Highway 377 are the primary man-made features which
serve as physical barriers in the City of Granbury. These barriers effectively divide the City into three unequal segments. The
noise generated by some of these barriers, as well as the visual appearance, generally creates unattractive areas for residential
development. Transportation afforded by each of the elements makes them most suitable for commercial uses. By locating
intense uses in close proximity to their transportation venues, heavy truck traffic may be reduced in lighter commercial areas. In
each of these situations, landscaping and screening should be incorporated to reduce the harsh visual impact to adjacent
properties. Landscaping and screening may also be utilized to present an attractive view for travelers on major thoroughfares.
In addition to highway and railroad systems, the City of Granbury has its greatest barrier in the form of Lake Granbury. Lake
Granbury generally contains all flood prone areas within the limits of the lake. The local Brazos River tributaries have limited
flood prone areas and generally do not pose a hazard to development in the City of Granbury. Lake Granbury restricts access to
portions of the city due to limited bridge crossings. Granbury is fortunate the configuration of the lake permits bridge crossings
to be located reasonably close together in the center of the city. Ultimate development may require two additional bridge
crossings.
US Highway 377 lends itself to the creation of corridor commercial development. This thoroughfare is the major east-west route
through the City. Corridor commercial development is likely to continue along US Highway 377 as the City expands. Other
thoroughfares such as 144, 51 and FM 4 will see development activity steadily increase, particularly at intersecting nodes. US
Highway 377 Business, which passes through the historic square, will continue to carry heavy traffic loads but will not be
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 66
permitted to develop with heavy commercial development. Development consistent with the historic goals of the City will be
encouraged and will undoubtedly continue to carry some pass-through traffic. After the construction of the Northeastern Loop,
semi-trailer truck traffic will be diverted from the historic square and connect both Loop 567 and N. Hwy 51 to Business Hwy
377. Provisions contained in the Zoning Ordinance regulating setbacks, signage, construction materials, landscaping and other
site-related issues will help prevent this corridor from becoming a "strip development" area.
Future Land Use Plan
The Future Land Use Plan illustrates the future pattern of land uses for the City of Granbury. This plan was created in
accordance with the goals, objectives, and policies developed in the early stages of the planning process.
Residential Land Use
The Comprehensive Plan addresses primarily two residential categories: single-family density and high density residential. The
single family category includes residential units located on single platted lots. This designation does not indicate the size of the
lot or the structure to be located on the lot. Typically, this designation is comprised of lots between 7,000 sq.ft. and 12,000 sq.ft.
A limited amount of high density residential land uses are proposed by the Future Land Use Plan. This land use is primarily used
as a buffer between low-density residential use and more intense land uses such as commercial areas and major thoroughfares. It
is expected that future uses of higher density residential will be developed as planned unit developments. It is consistent with the
land use plan to locate these proposed uses in areas that serve as buffers and transitions between incompatible land uses.
Additionally, specific areas developed with maximum control by the City, may include mixed uses and higher densities found in
the New Urbanism concept.
Commercial Land Use
Commercial corridors will be located primarily along US Highway 377. Limited commercial corridors will be developed along
F.M. 4, Loop 567, F.M. 51 and F.M. 167. These corridors should develop according to sound planning principles in order to
ensure orderly and desirable development patterns. As future arterial roadways are extended, the nodal form of commercial
development will become more prevalent.
As illustrated on the Future Land Use Map, commercial nodes are planned to occur at a number of major intersections throughout
the City.
The size and depth of the commercial development at these sites will depend on the nature of the proposed
development and the proximity to existing residential developments. Loop 567 will develop with commercial nodes located at
intersections with F.M. 4, F.M. 51, and US Highway 377. In addition, commercial nodes are shown to be occurring at the
intersection of FM 167, FM 4, Old Granbury Road and the Northeastern Loop.
Industrial Land Use
Industrial land uses are the most intense in nature. This intensity makes location requirements very important. Industrial uses
should be located near major thoroughfares in order to provide easy access for semi-trailer trucks. Commercial land uses and
open space should be used to buffer residential developments from the effects of industrial land uses. Regulations regarding
landscaping and performance standards should be imposed in order to ensure future industrial land uses will be an asset to the
City of Granbury.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 67
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 68
Chapter 11 - Implementation
General
A critical component of the planning process is the implementation or execution of the plans that have been developed. An
implementation strategy will have the effect of turning this Plan from a study document into a tool which will help the City of
Granbury achieve the land use goals and objectives developed by its citizens. If implementation measures are not included in the
comprehensive planning process, these goals may never be realized.
A number of methods may be used to implement the Comprehensive Plan. The City may wish to use some or all of the following
measures:
Ordinance Application;
Official Map Maintenance;
Checklists, Forms, and Applications Revision;
The Comprehensive Plan is generally implemented by utilizing a combination of the above methods.
One method may
adequately implement only one portion of the Plan. A number of methods may be required for adequate implementation. The
following text addresses the different implementation methods and provides a description of how they are recommended to be
used in the implementation of the Comprehensive Plan.
Application of the Plan
The Comprehensive Plan provides guidance for future development in three primary ways. First, all planning and zoning
decisions should be made with regard to the growth goals and objectives developed by the citizens during the initial stages of the
planning process. If a proposed development is in accordance with the goals and objectives, it should be considered for approval
based on the merit of the application presented during the review process. If the proposed development is in conflict with the
goals and objectives, it should be revised in order to reflect the stated land use desires of the citizens.
Second, the Comprehensive Plan provides a description of applicable planning principles for Granbury in the Planning
Principals chapter of this document. They include the neighborhood concept, nodal and corridor commercial development
forms, the establishment of edges, the development of entry features and the use of transitional land uses such as buffering, and
screening techniques. These principles should be considered by city officials when making decisions affecting growth and
development in the city. The neighborhood concept and commercial development forms should be employed when determining
the placement of land uses and infrastructure in future developments.
Edges, transitional uses, buffering, and screening
techniques are beneficial when considering the compatibility of adjacent land uses and their effects on one another. Corridor
development and entry features will also assist to define the community identity of Granbury.
Finally, planning and zoning decisions should be made in general agreement with the Future Land Use Map. This map is
provided in the Future Land Use Plan chapter of this document. The Future Land Use Map provides a general picture of how
land uses may be arranged to reflect the growth goals and objectives of the City. It is important to note that this map does not
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 69
serve the same purpose as the City's zoning map. It does not dictate exact boundaries of land uses or assign specific uses on a
parcel by parcel basis. Therefore, it should be considered to be somewhat dynamic and flexible. Changes other than those
literally shown on the map can be made with the assurance that they are not in conflict with the Comprehensive Plan by
contradicting the growth goals and objectives and the planning principles provided in this document.
Adopted Policies
Adopted policies are often credited with a great amount of authority. Generally, official policies provide the city staff, the
Planning and Zoning Commission and the City Council with specific guidelines regarding development issues. The purpose of
the goals and objectives contained in this document is to provide city staff and elected officials direction when developing
official policies. The following policies are examples of those which may be adopted by the City regarding development issues.
While this is not an exhaustive account of possible development policies, it is recommended that the following policies be
adopted in order to provide guidelines to assist the staff and officials in achieving the goals and objectives of the City.
Recommended Policies
Conformance with the Plan:
The City has established a policy requiring development to generally conform to the
Comprehensive Plan. All zoning and platting requests are measured for consistency with the Plan. Staff‟s written reports on
platting and zoning issues include commentary on the conformance with respect to the Plan, and non-conformance with the Plan
may be sufficient grounds for denial or a negative recommendation of the request.
Maintenance of the Plan: The effectiveness of the Plan should continue to be monitored annually. Monitoring allows the City to
measure the progress of plan implementation. It also serves as an indication of changing conditions and trends which may
suggest the need for revisions to the Plan. Items to be addressed in the annual staff review should include conformance with
current development trends, number of zoning requests granted that did not conform to the Plan, and recommendations of the
Plan that are being implemented or have been implemented.
Cooperation with other governmental entities: The City should continue to maintain an open channel between governmental
entities, advising them of Granbury's plans. If conflicts arise between the City of Granbury and another agency, the city staff
should communicate these conflicts to the city leaders and work toward minimizing the impact on all participants affected.
Update Materials: The city staff should refine and update applications, checklists, and procedures to ensure that development
controls are adequate to retain long term property values and quality of life.
Enforcement of Ordinances and Regulations: The City should enforce current ordinances and regulations and adopt new
ordinances and regulations that will better assist in controlling signage, refuse, nuisance, animal control, clean up and removal of
junk, elimination of dilapidated and unsafe buildings, and other code enforcement issues.
City Initiated Re-zoning: The City may choose to review existing zoning. If deemed appropriate, the City may initiate re-zoning
of areas that do not conform to the general guidelines for development or reflect the proposed land uses of the Future Land Use
Plan Map. The City may also initiate a re-zoning when expectations established between developers and the City are not upheld.
Development Located Within the ETJ: Market forces are encouraging development within the extra-territorial jurisdiction (ETJ)
of the City. As the City continues to grow, it is likely that much of the ETJ area will need to be incorporated into the corporate
limits of the City. It is therefore critical that the development standards within the county be consistent with those of the City.
To ensure this compatibility, the City should require any new subdivision, or developing property generally located within one
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 70
mile of the City's corporate limits to construct all public improvements to the standards of design used for subdivisions developed
within the corporate limits.
Annexation of Areas in Proximity: In order to apply development standards to land that will likely be located within the
corporate limits of the City in a "reasonable" period of time, the City of Granbury may require a petition for annexation. At such
time that the City can satisfy all of the requirements of State law for annexation of property, the petitioned land may then be
annexed into the City. The City may promote voluntary annexation of property that has been developed under the approved
standards of the Subdivision Ordinance or is in proximity to the existing incorporated boundary.
Consideration of Thoroughfares: The City considers the Thoroughfare Plan when making land use decisions that may be affected
by traffic.
The City should periodically review the Thoroughfare Plan to evaluate its consistency with current growth
philosophies.
Public Involvement: The Comprehensive Plan is a tool to be used by the City. The application of this tool may be better
facilitated if the development community also realizes that it is a document which must be respected. The City should continue
their policy requiring development to comply with the Comprehensive Plan, Subdivision Ordinance and Zoning Ordinance. The
City should keep sufficient copies of the Plan on hand to be distributed to the general public in the same manner as the
Subdivision Ordinance and Zoning Ordinance.
Ordinance Application
Ordinances are recognized as municipal law and are binding as such. The Zoning Ordinance and the Subdivision Ordinance are
two ordinances that should be continually maintained. These serve as the primary implementation tools for the Comprehensive
Plan.
Zoning Ordinance - The basic purpose of the Zoning Ordinance is to carry out the land use policies and recommendations
contained in the Comprehensive Plan. Specifically, the Zoning Ordinance classifies and regulates the use of land, buildings, and
structures within the corporate limits of the City. The zoning text and zoning map are two elements of the ordinance dependent
upon one another. The zoning text provides land uses. The zoning map indicates where it may be used in the manner described
in the zoning text.
Subdivision Ordinance - Subdivisions may be required to comply with the general layout of streets, placement of corridors and
arterials, and the general urban form principles as provided by the Comprehensive Plan. Each plat should be reviewed by the
planning staff and addressed by the Planning and Zoning Commission and City Council regarding compliance. Noncompliance
may constitute a position contrary to the public health, welfare, and general safety of the residents of the community. Language
in the Subdivision Ordinance should be reviewed to require compliance with the Comprehensive Land Use Plan. In addition, the
Subdivision Ordinance should be updated to include recent changes in state law.
Official Map Maintenance
The Future Land Use Map and Zoning Map are the principal maps associated with the implementation of comprehensive
planning efforts for the City of Granbury. The Future Land Use Map provides the desired general location of all land uses in the
incorporated boundary and the City‟s ETJ. Determining compatible land uses is influenced by the Thoroughfare Plan, described
in the Thoroughfares chapter. The Thoroughfare Plan facilitates mobility and traffic circulation throughout the planning area.
The Future Land Use Map indicates land use in a general manner and will not necessarily show specific information on specific
properties. Nevertheless, as development occurs in and around the City of Granbury, the Future Land Use Map will provide
guidance regarding land use principles and expected development trends.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 71
The Official Zoning Map represents the legal classifications of all zoned property within the City and enforceable as provided by
state statute. Following the adoption of the Comprehensive Plan, city staff should compare the Zoning Map with the Future Land
Use Map in order to identify areas in conflict. City initiated rezoning is the most efficient method of resolving the conflict. As
long as the appropriate procedures of due process are observed, city-initiated re-zoning may be used to bring property into
compliance with the Comprehensive Plan. The City may also initiate a re-zoning when expectations established between
developers and the City are not upheld to protect the interest and welfare of the general public. Criteria should be established to
determine the appropriateness of rezoning specific property. It is important to apply guidelines set forth by the Future Land Use
Map when reviewing zoning requests.
Checklist, Form, and Application Revision
Checklists, forms, and applications are the basic "hands on" tools that assist the zoning official in determining compliance with
adopted City plans and policies. The City's checklists, forms, and applications related to land use development, should contain
language relating approval to compliance with the Comprehensive Plan.
Annexation Program
The land area included in the Comprehensive Plan extends beyond the current city limits. As development occurs within the
City, it is apparent that additional land area will be added to the incorporated area. The City of Granbury is a home rule
municipality. This status permits the City to expand its corporate limits in order to manage the Comprehensive Plan, preserve its
entry ways, corridors and realize the growth goals and objectives developed by the community. Home rule status permits the
municipality to add to its land area without the consent of the property owners being annexed. By state law, the City has an
obligation to establish an appropriate plan to provide certain services to those areas taken into the incorporated boundary. These
services must be provided within an established period of time. The City has no plans to annex any area that would require a
procedure beyond the ordinary statutory requirements. State law permits the City to annex land at a specified annual rate. If the
City has not annexed property in several years, the rate may accumulate up to thirty percent of the City's total land area in one
year.
Planning Program
The Capital Improvements Program is one of the most familiar programs that cities use to implement development plans. The
Capital Improvements Program consists of a listing of planned physical improvements that are to be undertaken within a specific
period of time, usually three (3) to five (5) years. Similar to the Capital Improvements Program, there are elements of the land
use plan that should be implemented in order to realize the plan. These elements may be divided into definable tasks. They often
require an expenditure of funds and an allotment of staff time. Scheduling, prioritizing and cost assessment is utilized to
implement practices that facilitate the Comprehensive Plan. The Planning Program contains summaries of tasks related to manhours required, associated costs and an anticipated time frame for completion. Through continued efforts, Granbury is able to
budget for any necessary expenditure, as well as track the progress of the Comprehensive Plan.
CITY OF GRANBURY
COMPREHENSIVE PLAN
PAGE 72